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PROCEEDINGS
OF THE
FIFTY-FOURTH ANNUAL CONVENTION
OF THE
American Railway Engineerini
Association
HELD AT THE
PALMER HOUSE, CHICAGO, ILLINOIS
March 15, 16 and 17, 1955
VOLUME 56
Copyright, 1955, by
AMERICAN RAILWAY ENGINEERING ASSOCIATION
59 East Van Buren Street
Chicago, 5, Illinois
BOARD OF DIRECTION
President
G. W. Miller, Engineer Maintenance of Way, Eastern Region, Canadian Pacific Railway,
Toronto 1, Ont.
Vice Presidents
G. M. O'RouRKE, Assistant Engineer Maintenance of Way, Illinois Central Railroad,
Chicago 5.
Wm. J. Hedley, Assistant Chief Engineer, Wabash Railroad, St. Louis, 1, Mo.
Past Presidents
C. J. Geyer, Retired Vice President, Construction and Maintenance, Chesapeake & Ohio
Railway, 2421 Lamb Ave., Richmond, Va.
C. G. Grove, Chief Engineer, Western Region, Pennsylvania Railroad, Chicago 6.
Directors
M. H. Dick, Editor, Railway Track and Structures; Western Editor, Railway Age,
79 W. Monroe St., Chicago 3.
E. E. Mayo, Chief Engineer, Southern Pacific Company, San Francisco 5, Calif.
S. R. HuRSH, Chief Engineer System, Pennsylvania Railroad, Philadelphia 4, Pa.
Ray McBrian, Engineer Standards and Research, Denver & Rio Grande Western Rail-
road, Denver 1, Colo.
E. S. Birkenwald, Engineer of Bridges, Western Lines, Southern Railway System, Cin-
cinnati 2, Ohio.
H. B. Christianson, Special Engineer, Chicago, Milwaukee, St. Paul & Pacific Railroad,
Chicago 6.
B. R. Meyers, Chief Engineer, Chicago & North Western System, Chicago 6.
G. E. RoBENsoN, Engineer of Structures, Lines West of Buffalo, New York Central Sys-
tem, Chicago S.
C. B. Porter, Assistant Chief Engineer, Chesapeake & Ohio Railway, Richmond 10, Va.
C. H. Sandberg, Assistant Bridge Engineer System, Atchison, Topeka & Santa Fe Rail-
way, Chicago 4.
W. H. Giles, Assistant Chief Engineer System — Construction, Missouri Pacific Lines,
St. Louis, 3, Mo.
H. R. Peterson, Chief Engineer, Northern Pacific Railway, St. Paul 1, Minn.
Treasurer
A. H. HrLLMAN, Chief Engineer, Belt Railway of Chicano; Chicago & Western Indiana
Railroad, Chica>,'o .>.
Secretary
Neal D. Howard, 59 E. Van Buren St., Chicago S.
Assistant Secretary
E. G. Gehrke, 59 E. Van Buren St., Chicago 5.
Secretary Emeritus
Walter S. Lacher, 407 E. Fuller Road, Hinsdale, 111.
G. M. O'ROURKE
Senior Vice President
G. W. Miller
President
AREA OFFICERS
1954-1955
Neal D. Howard
Secretary
NUMERICAL INDEX TO COMMITTEE REPORTS
Report Discussion
I — Roadway and Ballast 677 1113
3— Ties 471 1136
4— Rail 889 1156
5— Track 733 1141
6 — Buildings 425 1130
7 — Wood Bridijes and Trestles 635 1071
8 — Masonry 483 1082
9 — Highways 369 1044
II — Records and Accounts 649 1051
13 — Water, Oil and Sanitation Services 343 1064
14 — Yards and Terminals 393 1018
15 — Iron and Steel Structures 589 1085
16 — Economics of Railway Location and Operation 323 1029
17 — Wood Preservation 489 1127
20 — Contract Forms , 383 1047
22 — Economics of Railway Labor 453 1107
24 — Cooperative Relations with Universities 565 1059
25 — Waterways and Harbors 391 1033
27 — Maintenance of Way Work Equipment 511 1099
28 — Clearances 557 1075
29 — Waterproofing 477 1125
30 — Impact and Bridge Stresses 449 1077
Special Committee on Continuous Wcldt'd Rail 675
TABLE OF CONTENTS
Investigation of Static and Dynamic Effects in a Bridge Consisting of Beam Spans
Supported on Concrete Filled Pipe Pile Piers. Advance Report of Committee
30 — Impact and Bridge Stresses 1 .
Description and Analysis of Tests Made on Transverse Floorbeams and Longitudinal
Beams Under Diesel and Steam Locomotives. Advance Report of Committee
30 — Impact and Bridge Stresses 45
Passenger Ride Comfort on Curv-ed Track. Report of the Joint Committee on Rela-
tion Between Track and Equipment of the Engineering and Mechanical Divi-
sions, AAR, in Collaboration with AREA Committees 5 — Track, and 28 —
Clearances 125
Tie Renewals and Costs Per Mile of Maintained Track. Advance Report of Com-
mittee 3 — Ties 2 H
Comparative Test of a Structural Joint Connected with High-Strength Bolts and a
Structural Joint Connected with Rivets and High-Strength Bolts. Advance
Report of Committee IS — Iron and Steel Structures 217
Curve Wear with Diesel Locomotives on the Bessemer & Lake Erie Railroad.
Special Report of Committee 5 — Track 260
Measurement Under Traffic of the Dynamic Rail Creepage Forces Exerted on Ties
by Rail Anchors and the Static Load Required to Move Ties in the Ballast,
Near Kansasville, Wis., on the Milwaukee Road. Advance Report of Commit-
tee .=;— Track 283
Reports of Committees on
Economics of Railway Location and Operation 323
Revision of Manual 324
Economics of Retarder-Equipped Yards for Classification Switching 32S
Cause and Effect of Derailments and Dragging Equipment .^.^2
Economics of ''Highway Trailers on Flat Cars" Service 334
Discu.ssion 102Q
Water, Oil and Sanitation Services 343
Federal and State Regulations Pertaining to Railway Sanitation 344
New Developments in Water Conditioning for Diesel Locomotive Cooling
Systems 345
V
vi Table of Contents
Papc
Railway Waste Disposal .U6
Treatment of Water for Cooling Purposes .UT
Diesel Oil and Water Sorvicinj; Facilities <55
Discussitm 1064
Highways .^60
Revision of Manual HO
Design and Specifications of Oin-n-Gralinj; Type Crossings U6
Outline to Guide Highway Department-; and Others in Making Applications
for Easements, Iitc 378
Sight Distance at Highway Railway Grade Crossings .^80
Discussion 1044
Contract Forms 383
Revision of Manual 384
Form of Agreement Covering Subsurface Rights to Mine Under Railway Carrier
Property 386
Form of Lease for Development of Oil and (jas on Rail\\a\ Lands ^80
Form of Agreement lor Turnpike or Toll Road Crossing Rail\\a\' Tracks and •
Property WO
Discussion 1047
Waterways and Harbors Wl
Hil)li()graph> Relating to Benefits and Costs of Inland Waterway Projects
Involving Navigation 'iQI
Discussion 1033
Yards and Terminals 393
Scales Used in Railway Service ^94
Waterfront Terminals 410
Study of the Handling of LCL Freight by Conveyors 412
Facilities for Loading and Unloading Highway Semi-Trailers on Railroad Cars 416
Electronic Devices in \ar(l> and Terminals 410
Discussion 1018
Table of Contents vii
Page
Buildings 425
Revision of Manual 426
Specifications for Railway Buildings 427
Shop Facilities for Diesel Locomotives 42Q
Wind Loading for Rail\\a\- Building Structures 444
Air Conditioning 445
Discussion 1 130
Impact and Bridge Stresses 449
Steel Girder Spans with Open Decks and with Ballasted Decks 450
Dynamic Shear in Girder and Truss Spans 450
Concrete Structures 450
Determination of Braking and Traction Forces in Bridge Structures 451
Steel Truss Spans with Open Decks and with Ballasted Decks 451
Distribution of Live Load in Bridge Floors 451
Stresses in Lateral Bracing of Bridges 452
Discussion 1077
Economics of Railway Labor 453
Analysis of Operations of Railways that have Substantially Reduced the Cost
of Labor Required in Maintenance of Way Work 455
Economies in Railway Labor to be Derived from the Use of Various Types
of Ballast 460
Labor Economy of Renewing Ties by Use of Proper Equipment, Methods and
Organization 465
Labor Economies of Various Mechanical Methods of Tamping and Equalizing
Ballast, Including the Double Shifting of Machines 467
Discussion 1 107
Ties 471
Revision of Manual 472
Extent of Adherence to Specifications 472
Tie Renewals and Cost Per Mile of Maintained Track 473
Bituminous Coatings of Ties for Protection from the Elements 473
End Splitting of Hardwood Ties 475
Discussion 1 136
Tabic of Contents
Vakv
Waterproofing i"
Revisit)!! <>l Manual 478
Watcrproofinu Matt-rials and ihcir Apijlication to Railway Stiuctiirc.s 47^
Discussion U2^
Masonry i^ ^
Piincipirs ol Dosiun ol Masonry Slructuics, IntludinL- Di-siun ol Masonry
Culverts 485
Karth Pressure as Related to Masonry Structures 485
Siwcifications for the Construction and Maintenanci- of Masonry Structures .. 48h
Discussion 1082
Wood Preservation 480
Revision of Manual 490
Service Test Records of Treated Wood 491
Destruction by Marine ()ruani.-ms ; Methods of Prevention 49S
Pitrok'um as Carrier or Kxtender of Creosote (^r Pentachloroi)henol 504
Destruction hy Termites; Methods of Pri\ention 50^
New Imprennants and Procedures for Increasing the Life and Serviceal)ility
of Forest Products 504
Incising Forest Products 506
Effect on AREA Standards and Specilkations of ;!ny Changes in Manufactur-
ing Processes and Specifications for Creosote, Petroleum and Other Products 508
Artificial Seasoninc of Forest Producls Prior to Treatment 508
Preservatives Survey. Hy M. F. Jaeger 500
Discussion 1127
Maintenance of Way Work Equipment 511
Motor Cars, Trailer and Push Cars 51. <
New Developments in Work ICquipment 518
Imi)rnvements to In Made lo Existing Work Equipment 525
Tic KeiKwal lv|uipin('iil 526
Maintenance of Automotive NChic li - 5.i()
Machinery for Inloadinn, Di.strihulinf;, and Dressing Halla>t 540
TahleofContents L\
Page
Automotive Trailers for Transporting Work Equipment 550
Work Equipment Hydraulic Systems 552
Discussion 1099
Clearances 557
Clearances as Affected bv Girders Projecting Above Top of Track Rails, Struc-
tures, Third Rail, Sisinai and Train Control Equipment 558
Compilation of the Railroad Clearance Requirements of the ^'arious States . . . 558
Clearance Allowances to Provide for Vertical and Horizontal Movements of
Equipment due to Lateral Play, Wear and Spring Deflection 559
Discussion 1075
Cooperative Relations with Universities 565
Recruiting and Training College Graduates for Railway Service 566
Stimulate Greater Interest in the Science of Transportation 568
The Cooperative System of Education, Including Summer Employment in
Railway Service 572
Conduct a Study Looking to the Publication of a Booklet, or Booklets, for
Distribution to Educational Groups, Particularly High Schools and Under-
graduates in Colleges, Designed to Stimulate Interest in the Opportunities
Afforded in a Railroad Engineering Career 575
Special Report of C. G. Grove on Annual Meeting of the American Society for
Engineering Education at the L^niversity of Illinois, June 14-18, 1954 .... 586
Discussion 1059
Iron and Steel Structures 589
Revision of Manual 590
Digest of Tests on the Finishing of Structural Plate Edges 590
Stress Distribution in Bridge Frames 591
Preparation and Painting of Steel Surfaces 592
Use of High-Strength Structural Bolts in Steel Railway Bridges 592
Part 1 — 1954 Inspectien of Experimental Installations 592
Part 2— Tightening High-Strength Bolts 599
Part 3 — Revision of Specifications for Assembly of Structural Joints Using
High Tensile Steel Bolts in Steel Railway Bridges 631
Discussion 1085
Table of Contents
Wood Bridges and Trestles <>3S
Methods of Fircproofinp Wood BridRcs and Trestles, Includinp Fire-Retardant
Paints 6.<6
Specifications for Structural Glued Laminated I,uml)ir Ml
Design of Timber-Concrete Composite Decks 642
Composite Timber-Creosote Construction, l)y T K. May 642
Discussion '071
Records and Accounts 640
Revision of Manual 650
Bibliography on Subjects Pertaining to Records and Accounts 650
Office and Drafting Practices 6oO
Use of Statistics in Railway Engineering 661
(b) Standard Costs Developed by Statistical Methods 661
(c) Budgetary Procedures 663
Construction Reports and Property Records 664
Valuation and Depreciation 664
(a) Current Developments in Connection with Regulatory Bodies and Courts 664
(c) Development of Depreciation Data 667
Revisions and Interpretations of ICC Accounting Classifications 667
Simplification of Records to Determine Original Costs of Tracks to Be Used
in Their Retirements from the Investment Account 66S
Special Report on Joint Projects and Joint Facilities, by W. S. Gates, Jr 669
Discussion 1051
Continuous Welded Rail 675
Roadway and Ballast 677
Physical Properties of Earth Materials 679
Natural Waterways: Prevention of Erosion 679
Culverts: t
(b) Specifications for High-Pressure Gas Lines 688
(c) Methods for Installing Culverts Inside Existing .Culverts 690
Roadway: Formation and Protection 69.5
Roadbed Stabilization:
Part 1 — Soil Engineering in Railroad Construction 694
Part 2 — Illinois Central Relocation at Grenada Reservoir, by Ralph B. Peck 702
TableofContcnts xi
Page
Construction and Protection of Roadl)ed Acros.^ Reservoir Areas 706
Fences 711
Signs; Rel!ectorized Roadway Signs 712
Ballast 715
Part 1 — Test Installation on Chicago & North Western Railway 715
Part 2 — Second Progress Report on Research Project on Ballasts 716
Chemical Control of \"egetation 718
Part 1 — Fourth Annual Report on AAR Cooperative Weed Control Project 718
Part 2— Chemical Control of \'egetation— 1954 AAR Report 724
Discussion 1113
Track 733
Track Tools 735
Plans for Switches, Frogs, Crossings, Spring and Slip Switches 737
Appendix 3-a — Service Tests of Designs of Manganese Steel Castings in
Crossings at McCook, 111 747
Appendix 3-b — Service Tests of Solid and Manganese Steel Insert Crossing,
Supported by Steel T-beams and Longitudinal Timbers 749
Appendix 3-c — Specifications for Spring Washers for Use in Special Track-
work 752
Part 1 — Crossing Frog Bolt Tension Tests 752
Part 2 — Specifications and Revisions Suggested for Later Consideration . . 819
Prevention of Damage Resulting from Brine Drippings on Track and Struc-
tures 820
Design of Tie Plates 824
Hold-Down Fastenings for Tie Plates, Including Pads Under Plates; Their
Effect on Tie Wear 836
Effect of Lubrication in Preventing Frozen Rail Joints and Retarding Corrosion
of Rail and Fastenings 860
Critical Review of the Subject of Speed on Curves as Affected by Present-Day
Equipment 878
Methods of Heat Treatment, Including Flame Hardening, of Bolted Rail Frogs
and Split Switches, Together with Methods of Repair by Welding 878
Discussion 1141
Tabic of Contents
Rail SS-i
Revision ol Manual ><"'
Conditions Affcctinp Service Life of Rail, Causes of Rail Failures and Defects 8^5
Appendix 2-a — Investisation of Failures in Control-Cooled Railroad Rails,
by R. E. Cramer SOo
Rail Failure Statistics <»04
Rail Knd Batter: Causes and Remedies «2()
Economic \alue of \ arious Sizes of Rail t'27
Service Tests of X'arious Types ol Joint Bars 02''
Joint Bar Wear and Failures; Revision of Design and Specifications for New
Bars, Including Insulated Joints, and Bars for Maintenance Repairs .... 9.^7
Appendix 7-a — Thirteenth Progress Report on the Rolling-Load Tests of
Joint Bars. l)y R. S. Jensen 9.iS
Causes of Shelly Spots and Head Checks in Rail; Methods for Their Prevention 951
.■\ppendix 8-a — Thirteenth Progress Report on Shelly Rail Studies at the
University ol Illinois, by R. E. Cramer 9.54
Recent Development .Effecting Rail Section 959
Appendix 9-a — Report of the Engineering Research Staff on The Effect
of Stress Raisers .\round a Bolt Hole on the Fatigue Life of a Rail 960
Service Performance and Economics of 7S-ft Rail 976
Discussion 1156
Table of Contents xui
I
PROCEEDINGS
Page
Program ^89
Report of the Tellers 992
Opening Session 993
Address by President G. W. Miller 995
Report of Secretary Xeal D. Howard 997
Report of Treasurer A. B. Hillman 999
Tribute to J. M. R. Fairbairn and E. M. Hastings 1000
Greetings from Electrical Section, AAR, by R. I. Fort 1000
Greetings from Signal Section, AAR, by T. W. Hays 1000
Greetings from National Railway Appliances Association, by Jess Mossgrove 1001
Railroading — A Challenge to Engineers, by Richard G. May 1003
Railroad Interest in Atomic Energy, by Ray McBrian and Col. Ralph L. Wassell . . 1006
Railroad Research Centers on New Horizons, by G. M. Magee 101 1
Discussion of Committee Reports (See preceding pages of the Table of Contents)
Annual Luncheon Address, by N. R. Crump 1095
Closing Business 1 1 74
Addresses Presented in Conjunction with Committee Reports:
Handling Roller-Bearing Cars by Gravity, by A. ^'. Dasburg 1022
Fair Play in Navigational Clearances for Bridges 1034
Fillmore Tests of Static and Dynamic Effects in a Bridge Consisting of Beam
Spans Supported on Concrete-Filled Pipe Pile Piers, by R. T. Blewitt . . . 10/9
Southern Railway Film on Mechanized Track Maintenance 1089
The Engineer's Responsibility for the Future, by W. W. Hay 1107
Roadbed Stabilization on the Southern Railway, by J. E. Griffith 1119
Progress in Tie Research Program, by G. M. Magee 1139
Maintenance of Railroad Crossings at Grade, by V. C. Hanna 1151
Rail Failure Statistics, by G. M. Magee 1157
Panel Discussion on Standard Length of Rail Longer than 39 Ft, and Continu-
ous Welded Rail, by C. J. Code, J. C. Dejarnette, Jr., L. T. Nuckols,
E. J. Brown, L. F. Racine, and L. R. Lamport 1162
xiv Table of Contents
MEMOIRS
Page
C. VV. Baldrid^'e •»S4
J. F. Leonard 484
C. H. R. Howe* 512
R. E. Miller 734
C. B. Harveson S90
G. A. Knapp '042
J . L. Vofiel 1043
G. E. Martin 1065
C. D. Turlcy 1136
W. N. Myers 1 142
C. T. Jackson 1 142
1. H. Schram 1156
J. M. R. Kairbairn 1182
E. M. Hastings 1 1.'<4
F. L. Nicholson 1 1S7
Report of the Secretary 1 1X0
Report of the Treasurer 1204
Constitution 1 205
Information for Committees 1 2 1 (>
Advance Report of Committee 30 — Impact and Bridge Stresses
Investigation of Static and Dynamic Effects in a Bridge
Consisting of Beani Spans Supported on Concrete
Filled Pipe Pile Piers
DIGEST
This report contains a description and analysis of tests made on a New York, Chi-
cago & St. Louis Railroad bridge located at Fillmore, 111. The bridge consists of five
28-ft open-deck beam spans supported on pile piers constructed of Armco spiral welded
pipe piles filled with concrete. The tests were made with a special test train operating
over a complete range of speeds from S mph up to a maximum of 58 mph. The purpose
of the tests was to determine the static and dynamic effects of a steam locomotive
operating over the bridge at a full range of speeds under the following conditions:
(1) AU timber bracing on the piers in place; (2) all timber bracing removed from the
piers; and (3) new steel bracing on pier 3.
The stresses were measured in various parts of the bridge under 234 eastbound
test runs by means of wire resistance strain gages with oscillograph recordings. Data
on the following were obtained:
Bottom flanges at the center of beam spans.
Top flange at the center of a beam span.
Concrete filled pipe piles near the ground line on:
(1) A short pier with no bracing,
(2) High piers with timber bracing in place,
(3) High piers with timber bracing removed,
(4) A high pier with new steel bracing in place.
Concrete filled pipe piles near the cap, at mid-height and near the ground line on:
(1) A high pier with timber bracing removed,
(2) A high pier with new steel bracing in place.
Timber bracing.
Webs of running rails at the abutments.
The data secured during these tests were analyzed for the particular purpose of
segregating and determining the magnitude of the static stresses, maximum stresses, total
impact effects, load distribution to the piles, lateral and longitudinal bending, and
equivalent static lateral and longitudinal forces due to normal operation and due to
braking. A brief summary of the analysis of the data, as found from this study, is as
follows:
1. The recorded static stresses in the bottom flanges of spans 1, 2, and 3 were about
79 percent of the calculated stress of 7.08 ksi, which was based upon concentrated wheel
loads and the gross moment of inertia of the section. A comparison of the recorded and
calculated stresses and the stress factors in the lower flanges is shown in Table 1
(page 43).
2. The recorded static stresses on the inside of the top flange near the center of
span 2 were about 3 times greater than the stress on the outside of the top flange, as can
be seen from the upper left diagram of Fig. 9. It was observed that the tie directly over
the gages was bearing near the outer edge of the flange, thereby introducing local bending.
1
Impact a nd Bridge Stresses
3. The roll effects (at rail centers) in percent of the recorded static stress shown in
the diagrams of Fig. 10 were less than the AREA design requirement of 20 percent.
4. The combined track and hammer-blow effects recorded under passage of the
steam locomotive are shown in Fig. 11. This direct vertical effect caused by wheel and
track irregularities and the periodic disturbing forc& of the counterweights amounted to
about 30 percent of the recorded static live-load stresses and exceeded the calculated
hammer-blow stresses, as shown by the solid and dashed curves.
5. The maximum live load plus impact stresses in the lower flanges of spans 1, 2
and 3 are showi; in the diagrams on Fig. 12. The recorded maximum stresses were con-
siderably less than the calculated maximum stresses, and in general there was an increase
in maximum stresses with an increase in speed.
6. The total impact effects, which are a combination of speed effect, roll effect and
track and hammer-blow effects, are shown in Fig. 1,^ for spans 1, 2 and 3. The total
impacts in all 3 spans were considerably less than the .'\REA design requirement of
about 74 percent. The impacts in span 1 were as high as 55 percent, apparently due to
the fact that one end of the span rests on a solid concrete abutment. The relatively
low values of impact in spans 2 and 3 may be attributed to the resilience of the pile piers.
7. A comparison of the recorded and calculated direct live-load static stresses and
the stress factors for the piles near the ground line in piers 2, 3 and 4 are shown for
5 static runs in Table 2 (page 43). The recorded static stresses varied from 5.6 percent
greater to 11.2 percent less than the calculated static stress of 1.63 ksi, with the average
of all 6 piles slightly less than the calculated.
8. The maximum recorded pile loads, determined from the pile stress and a load
factor found in the laboratory, are shown in the upper diagrams of Figs. 14 and 15
for piers 2, 3 and 4 under the 3 conditions of loading: timber bracing in place, timber
bracing removed, and steel bracing in place. These figures clearly indicate that the
maximum recorded pile loads for all piles tested were generally between 40 and 50 kips
and that the bracing had no effect on the magnitude of the pile loads, as would be
expected.
9. The total impacts on the piles expressed as a percentage of the recorded static
load are shown in the lower diagrams of Figs. 14 and 15. The greatest impact recorded
amounted to 26.5 percent in the piles of pier 4 with timber bracing removed. It can be
seen that appreciable impact does exist in the piles of this structure.
10. The distribution of the live load to the individual piles in each pier for a full
range of speeds is shown in Figs. 16 and 17. The average calculated static load per pile
was 43.4 kips. The loads are expressed as a percentage of the sum of the total load on
each pier, and a perfect distribution would require a pile to carry 16.7 percent of the
total load on the pier. It can be seen from the curves at the bottom of Figs. 16 and 17
that the distribution varied from about 13 to 20 percent, and that the battered piles
carried a full share of the load.
11. The tests conducted with gages on the piles near the ground line indicated that
the piles were subjected to lateral and longitudinal bending, which is taken as the differ-
ence between the largest stress and the average stress in the lateral and longitudinal
directions. This bending, expressed as a percentage of the axial stress, is shown in
Figs. 18 and 19 for the lateral bending and in Figs. 20, 21 and 22 for the longitudinal
bending. However, it must be pointed out that, although the lateral bending stress was
as high as 108 percent of the axial stress in one instance (see Fig. 19, pier 4, pile 6),
on the average the bending is only 37 percent for the worst condition (timber bracing
removed, Fig. 18, pier 3, pile 2). The timber bracing and steel bracing reduced the
lateral bending compared with the unbraced condition. The longitudinal bending was
Tests of Concrete Filled Pipe Pile Piers
Fig. 1 (above) — General view of bridge and test train at Fillmore, 111. Fig. 2
(below) — View of pier 3, showing type of timber bracing used.
Impact and Bridgi. Stresse:
Tests of Concrete Filled Pipe Pile Piers 5
considerably less than the lateral bending and was not reduced by the use of either steel
or timber bracing.
12. The tests conducted with gages located at 3 positions on 2 piles in pier 3 afforded
an opportunity to determine the point of contraflexure and point of fixity of the piles.
However, this analysis was hampered by the fact that only 3 gage locations were used
for measurement. Therefore, the type of analysis shown in Fig. 23 will yield only the
order of magnitude of equivalent static longitudinal and lateral bending forces on the
pier. However, using the analysis set forth in Fig. 23, and assuming the point of con-
traflexure remains constant regardless of bracing, the equivalent static lateral forces act-
ing on piers 3 and 4 were calculated and are shown in Fig. 24. The maximum equivalent
static lateral force computed was 4.50 kips compared to the AREA design of 20 kips.
13. Tests were made with gages located on the piles near the cap, near the ground
line and on the running rails simultaneously to determine the forces produced by the
test train braking to a stop. Typical traces reproduced on Fig. 7 illustrate the effect of
braking to a stop on the bridge. For train position "A" on Fig. 7 the longitudinal force
at the instant of stopping was 62.8 kips tension at abutment 6, and 19.8 kips compression
at abutment 1, or a total force in the rails of 82.6 kips for this particular run.
14. The longitudinal forces produced by the locomotive under normal operation,
as well as service braking and braking to a stop, are shown on Fig. 25 for piers 3 and 4.
The maximum longitudinal force taken by one pier was 2.25 kips, considerably lower than
the AREA design force of 39 kips (IS percent of the pier reaction) , and it can be seen that
the forces on pier 3 due to braking to a stop were not much higher than for normal
operation. The longitudinal forces in the rails determined simultaneously varied from
54.6 to 127.5 kips, indicating that the rails were carrying the greater part of the total
longitudinal force produced by the test train braking to a stop on the structure.
16. The maximum stresses, tensile or compressive, recorded in the timber bracing
on pier 3 are shown in Fig. 26. The maximum stresses varied from 105 psi tension to
112 psi compression, which is equivalent to a direct load of 3780 or 4030 lb, respec-
tively, in the 3-in by 12-in bracing. The bracing undoubtedly stiffened the long unsup-
ported piles, appreciably reducing the amount of vibration present.
FOREWORD
Bridge 388.83 at Fillmore, 111., on the Cloverleaf District of the New York, Chicago &
St. Louis Railroad, afforded an excellent opportunity to measure the stresses in a new
structure of this type. Completed in December 1950, this bridge, which consists of five
28-ft open-deck beam spans supported on Armco spiral welded pipe filled with concrete,
replaced an 11 -span timber trestle. Originally, the NYC&StL had authorized the replace-
ment of the timber trestle with one 33 -ft steel span on concrete abutments, but it later
developed that it could construct a bridge with shorter beam spans supported by concrete-
filled steel pilesat a saving of about $30,000, or half of the total estimated cost of the
original design. The actual gross cost of the new bridge averaged $250 per lin ft.
Shortly after the new bridge was opened to regular traffic, the railroad engineers
noticed that there was considerable lateral movement at the caps of piers which had
an unsupported height of over 20 ft. This lateral movement was estimated to be about
0.10 in. To remedy this they installed 3-in by 12-in timber bracing on the two high piers.
In order to check the effectiveness of this timber bracing and also to check other design
features, such as the load and impact on the piles, the NYC&StL felt that it would be
advantageous to have tests made. An initial experimental stress analysis of the pipe pile
piers using SR-4 strain gages both dynamically and statically was made on this bridge
by the Research Division of the Armco Steel Corporation with the cooperation of the
Impact and Bridge Stres se s
NYC&StL. The data developed proved sufficiently interesting to prompt a more extensive
investigation of the entire structure.
AREA Committee 30 — Impact and Bridge Stresses, became interested in this type
of bridge and decided that a study of this structure would be valuable for obtaining
data for its Assignment 6 — Determination of Braking and Traction Forces in Bridge
Structures, Collaborating with Committees 7, 8 and IS. The committee requested the
research staff of the Association of American Railroads to conduct tests to determine
braking and traction forces as well as other dynamic effects, such as impact and bending
stresses on the beams and piles, and lateral and longitudinal forces on the piers.
The tests were started on July 28, 1Q52, and completed by August 8, 1952. Two
hundred and thirty-four runs were recorded under the passage of a test train and under
the following conditions: (1) All timber bracing in place, (2) all timber bracing removed,
and (3) new steel bracing on pier 3. The preceding three conditions are illustrated in
Figs. 2, 3 and 4.
The tests covered in this report were conducted for AREA Ccmimittee 30 — Impact
and Bridge Stresses, and were carried out under the general direction of G. M. Magee,
director of engineering research. Engineering Division, AAR. The funds necessary for
the tests were provided by the AAR.
The conduct of the tests, analysis of data, and preparation of the report were under
the direction of E. J. Ruble, research engineer structures. Engineering Division, research
staff, AAR, assisted in the office work by A. A. Sirel, assistant research engineer struc-
tures, and in the field testing work by M. F. Smucker, assistant electrical engineer. This
report was prepared by W. C. Panarese, draftsman.
TEST SPAN AND LOCATION OF GAGES
This structure, which is located on tangent track with level grade, consists of five
28-ft open-deck single-track beam spans supported on 4 pile bent piers and 2 abut-
ments, as shown in Figs. 1 and 5. Each span has one 33 WF 240-lb beam per rail resting
on concrete caps. The bridge was designed in accordance with the 1950 AREA specifica-
tions, using Cooper E 72 loading. The live-load impact allowance for the beam spans
was 73.8 percent. The design load for the piles for dead load and E 72 live load plus 25
percent impact was 71,000 lb per pile.
The piers consist of 6 concrete-filled Armco spiral welded pipe piles, which are
12^ in. in outside diameter and have a 14 -in wall thickness. The 4 corner piles in each
pier were driven with a batter of 1 to 12. The 6 piles in each pier are capped with a
poured-in-place reinforced concrete cap, 5 ft 6 in wide, 4 ft deep, and 12 ft 6 in long.
Each pile extends into the cap a distance of 1 ft. The pile spacing at the cap is 4 ft 3 in,
while the spacing between bents in each pier is 3 ft. Creosoted timber bracing, 3 in by
12 in, was used on piers 3 and 4, in which the unsupported pile length exceeded 20 ft.
Special U-bolts were used to fasten the bracing to the piles, as showji for pier 3 in
Fig. 2.
SR-4 gages were applied to various elements of the structure, as shown in Fig. S,
to determine the tensile and compressive stresses in the flanges of the WF beams, the
compressive axial and bending stresses in the concrete-filled piles just above the ground
line, and the axial stresses in the timber bracing. In addition to the gages shown in
Fig. 5, J/2-in SR-4 gages were located longitudinally on the web of the rails, as shown
in Fig. 7, to establish the stresses in the rails caused by braking and traction. Gages were
also mounted at the top and mid-height of the southeast and center east pile of pier 3,
as shown in Fig. 25, in order to study the bending moment and point of contraflexure
of the piles with the timber bracing removed.
Tests of Concrete Filled Pipe Pile Piers 7
TEST TRAIN
The test train used in these tests consisted of a NYC&StL steam locomotive (class S)
followed by four heavily loaded cars and a caboose. The required general data necessary
for computing the static live-load stresses are shown in the top diagram of Fig. 6. The
rating of this locomotive, in terms of Cooper loading for moment at the center of a 27-ft
10-in beam span, was E 56.2.
The components and resultant unbalanced weights causing dynamic augment are
shown for the test locomotive in Fig. 6. This locomotive has an average reciprocating
unbalance per side per 1000 lb of locomotive weight in working order of 3.79 lb, and
an average reciprocating compensation of 35 percent. All the drivers of this locomotive
are straight balanced, with the exception of the main drivers which are cross counter
balanced.
The necessary information regarding this test locomotive, such as axle weights, axle
spacing, nominal wheel diameters, and all information required to calculate the com-
ponents and resultant unbalanced weights on the driving wheels, was furnished by the
mechanical department of the NYC&StL.
INSTRUMENTS
The electrical type instruments used in these tests to determine the stresses in the
beams, piles and bracing consisted principally of two 12 -element oscillographs which
recorded the stresses by means of SR-4 wire resistance gages. A detailed description of
oscillographs and their auxiliary units is given in the AREA Proceedings, Vol. 46, 1945,
page 201, and a description of SR-4 wire resistance gages, with the necessary recording
equipment, is given in the AREA Proceedings, Vol. 52, 1951, page 152.
The SR-4 wire resistance gages in all cases had a gage length of 3^ in, with the
exception of those on the timber bracing, which had a 6-in gage length. The rail gages
consisted of two ^-in SR-4 gages applied longitudinally on both sides of the web near
the neutral axis. The gages were placed in series in the electrical circuit, resulting in the
recording of an average stress across the web of the rail.
A close check was maintained on the sensitivity of each gage in the field so that the
relation between the strain in the steel and the amount of deflection of the oscillogram
trace can be considered accurate to within a small percentage. For these tests a sensitivity
of 1 in equal to 0.000333 in per in was used for gages located on the steel beams. This
means that a 1-in deflection of the light trace on the oscillogram represents a unit strain
of 0.000333 in per in at that particular gage location. This would be equivalent to a
stress of 10,000 psi in the steel, assuming a modulus of elastically of 30,000,000 psi for the
steel in the beams. For gages located on the piles, a sensitivity of 1 in equal to 0.000083
in per in was used, or a 1 in deflection of the light trace corresponded to a strain of
0.000083 in per in on the steel in the piles. This unit strain was equal to a stress of
2500 psi, assuming a modulus of elasticity of 30,000,000 psi for steel in the piles. A sensi-
tivity of 1 in equal to 0.000083 in per in was also used for gages located on the timber
bracing. This would correspond to a unit strain of 0.000083 in per in. in the timber and a
stress of 182 psi based upon a modulus of elasticity of 2,180,000 psi for this particular
timben for strain parallel to the grain. The modulus of elasticity of the timber was com-
puted from the specific gravity of several samples of wood taken from the core and
surface of the timber bracing. The method of computation is described in "The Wood
Handbook" (Table 10, page 60) pubHshed by the Forest Products Laboratory.
The pile loads in these tests were determined by using a load factor established by
experimental load test data at the University of Illinois in 1947 on 12^-in by }4-in
Impact and Bridg e Stresses
Armco spiral welded pipe ("Tests on Concrete Filled SpiraT Welded Pipe" by W. E.
Black and R. L. Brown). In these University of Illinois tests full-size concrete-filled
piles were loaded in compression, and it was found that a load of 800 lb on a pile
resulted in a strain of 1 micro-in (0.000001 in) on the outside surface of the steel. There-
fore, a stress of 1 psi on the outside surface of the steel was considered equivalent to an
axial load of 26.67 lb on the pile. This load factor was checked against a factor deter-
mined theoretically by using the transformed area method, and the two values were in
excellent agreement. The ratio of the modulus of ela.sticity of the steel to the modulus
of elasticity of the concrete was assumed to be 7.
ANALYSIS OF FIELD RECORDS
The test records consisted of 468 oscillograms from the 234 test runs, which were
photographed on sensitized paper 10 in wide. The oscillograms vary from 1 to 5 ft in
length, depending on the speed of the oscillograph, which in turn is regulated with the
speed of each particular run. For example, at less than 10 mph a film speed of 1 in per
sec was used, whereas at a speed of 50 mph or more, a film speed of 4 in per sec was
used. The oscillograph and run number automatically photographed on the record after
the completion of each run refers to a log of test runs which shows the direction, approxi-
mate speed, time of run, and ail other necessary data regarding the test runs and record-
ing equipment. Since the inclusion of all 468 oscillograms would be impractical and too
voluminous for this report, only typical oscillograms are reproduced, as shown in Figs. 7
and 8. The remaining oscillograms are on file at the AAR Research Center, Chicago.
For an analysis of the oscillograms it was first necessary to determine the base line,
or line of zero stress for each of the 12 traces on each record. The first 2 or 3 in of the
record were taken before the locomotive reached the bridge; the record was again
started when the locomotive was about 2 spans away from the test span or pier and
continued until the locomotive and tender were off the test span or pier. The final 2
or 3 in of record were not taken until the entire train had passed over the bridge. Base
lines representing zero stress were then drawn from one side of the light trace for all
12 gages connecting the 2 "no-load" parts of the oscillogram. It was next necessary to
locate the time of maximum simultaneous deviation of the light trace for all gages
located at a common section on the part of the structure under study. For example, in
Fig. 8 the line labeled "position of train for maximum lateral bending in east piles,
gages A2, A4, A6, A8, AlO, and A12" represents the time when the lateral forces pro-
duced a maximum deflection of the light trace from the base line. The drivers of the
locomotive at the time of maximum deflection of the light traces from the base line were
located as shown in the "Elevation" on the figure. It can be seen from this oscillogram
that the east piles were oscillating laterally, as indicated by the gages on the north side
of the piles deflecting in opposite direction to those on the south side. This opposite
action of the light traces means that the stress on one side of the piles, say gage posi-
tions A2, A6 and AlO, was decreasing in compression, while the stress on the opposite
side, gage positions A4, A8 and A12, was increasing in compression, due to the lateral
bending. To determine the magnitude of these lateral stresses in the piles and to dis-
tinguish these stresses from the axial compressive stresses caused by the wheel loads on
the span, lines were drawn on the oscillograms indicating the upper and lower envelope
curves through the peaks and valleys of the oscillations, as is shown on the typical
oscillogram. One-half of this oscillation, or the semi-amplitude of vibration, is then the
bending stress on that particular side of the pile resulting from the lateral force, while
the distance from the base line to the mean stress curve, drawn only for gage position A4
Tests of Concrete Filled Pipe Pile Piers 0
on the typical oscillogram,- is the axial load. The average semi-amplitude recorded on the
two sides of each pile was taken as the stress in the pile resulting from the lateral force.
The above method of analysis is applicable for determining stresses due to lateral
force caused by the nosing of the locomotive, and a similar type of analysis was also
used to read other dynamic effects from the oscillographs, except that the envelopes of
the traces were not drawn and semi-amplitudes were not measured. For example, to
find the stresses in the piles due to longitudinal bending at the bottom of pier 4 (see
Section 6-6 in Fig. S) it was first necessary to draw the base lines for all 24 gages. The
line of maximum deviation of the traces from the base lines was then found for all 24
gages simultaneously. Finally, the deviation of each trace was measured in hundredths
of an inch and multiphed by the stress factor, or sensitivity, to establish the stress at
each gage location. The method used to find the actual longitudinal bending stresses
from the four stress readings on each pile will be taken up in the latter part of this
report.
Irregularities in the traces or the amplitudes of stress are caused by vibrations in
the span induced by uneven track, out-of-round wheels, and the effect of locomotive
hammer blow. At slow speeds, such as S to 10 mph, the traces are very regular, indicating
little or no effect due to track and hammer blov/, so the oscillograms secured at these
speeds were used for determining static stresses.
The typical traces shown in Fig. 7 indicate the type of stress induced in the rails
at each end' of the bridge and in the piles of pier 3 as a result of the train braking to a
stop. The analysis of this type of oscillogram will be taken up in the latter part of this
report.
STATIC, DYNAMIC AND OTHER EFFECTS
The data as read from the oscillograms were tabulated and analyzed for the par-
ticular purpose of segregating and determining the magnitude of the various static and
dynamic effects of the live load. The results of this study are as follows:
Beam Spans
Static Stresses
Static stresses were measured in the lower flanges of spans 1, 2 and 3, and in the
upper flange of span 2, as shown in the location of gages on Fig. S. The recorded static
stresses were determined from the maximum mean stresses secured under slow-speed
runs of approximately 5 mph. The static stress in the lower flanges of spans 1 and 3
was the greatest mean stress recorded by the one gage located at the center of each
beam. The two traces for the spans were read simultaneously. The static stress on the
lower side of the upper flange in span 2 was also the greatest mean stress which was
recorded and read simultaneously with the 3 gages on each of the bottom flanges of
this span, while the static stress in the bottom flange was the mean stress recorded
by the middle gage. The exact position of the locomotive wheels at time of maximum
recorded stress was secured from the wheel position marks on the oscillograms, and the
same locomotive position was used for the calculated stress. In most cases this position
of the wheels for maximum recorded stress met the criteria for calculated maximum stress
at the gage position. Concentrated wheel loads were used to compute the bending
moment, and the stresses are based upon the gross moment of inertia of the section.
A comparison of the recorded and calculated live-load static stresses and the stress
factors, or ratios of the recorded to calculated stresses, in the lower flanges of the beams
at the center of spans 1, 2 and 3 are shown for S static runs in Table 1. The static stresses
10 Impact and Bridge Stresses
recorded in each beam and the average of the two beams are shown in Cols. 4, S and 6
of this tabic, while the calculated live-load stress is shown in Col. 7. The static stresses,
recorded under eastbound trains only, are, on the average, 79 percent of the calculated
stress. This is in line with what has been found in previous tests where static live-load
stresses were measured at the center of short spans. The principal reason for the differ-
ence between the recorded and calculated stresses is believed to be caused by a redis-
tribution of the locomotive axle loads. As the span deflects under live load, the center
a.xles, which effect bending moment the most, become lower than the end axles; conse-
quently, part of the load on these axles may be transferred forward and backward to the
end axles by the equalizing system. Experience with locomotive scales has indicated a
redistribution of axle loads when the axles change elevation relative to each other. It
should also be kept in mind that the calculated stress was computed by using concen-
trated axle loads. It has been found in previous tests that the rail acts as a continuous
beam on an elastic support, and the continuous action of the rail would result in a
longitudinal distribution of the wheel loads and a lower calculated stress by 10 to IS
percent.
Static stresses were measured in the top flange near the center of span 2 for one
beam only, as shown in the "Elevation" on Fig. 9. The compressive static stresses meas-
ured on the inside of the top flange were about three times greater than those meas-
ured on the outside of the top flange, as can be seen for the illustration in the upper left
diagram of Fig. 9. For this particular run at 4.S mph, the compressive stress on the
inside upper flange was 6.60 ksi as compared with only 2.10 ksi on the outside. This
unusual distribution of stress was found to hold true for all runs and not only those
applicable for determining static stresses, as can be seen from the diagram in the upper
right corner of Fig. 9 for an eastbound run at 57.5 mph. This unusual stress distribution
was noted in the field after a few of the oscillograms were developed, and while search-
ing for an explanation it was observed that the tie located immediately over the gages
on the top flange (see "Elevation", Fig. 9) was bearing only on the outer edge while as
much as l4 in of space could be seen between the inner edge of the flange and the tie.
This eccentric bearing of the tie on the beam caused local bending which induced a tensile
strain in the lower edge of the outer top flange, thereby reducing the compressive stress
considerably at that particular gage location.
The variation of static stresses across the bottom flange at the center of span 2 is
also illustrated by the diagram in the upper left corner of Fig. 9. It can be seen that the
tensile stress varied from 5.40 to 5.80 ksi in the south beam and from 5.50 to_6.40 ksi
in the north beam for this particular run at 4.5 mph. About the same percentage of
variation was found for all the locomotive speeds.
Roll Effect
An increased mean stress in one beam with a corresponding decrease in the mean
stress in the other beam of the same span is undoubtedly due to the spring-borne weight
of the locomotive oscillating about a longitudinal axis. This oscillation is probably set up
not only by track inequalities, but also by the locomotive weaving or nosing from side
to side. This increase in the mean stress in one beam is called roll effect. The magnitude
of the increase in stress in one beam was found by subtracting the average simultaneous
mean stress of both beams from the maximum mean stress recorded during the same run.
The increase in pressure on the rail which would produce the recorded difference in
stress, in percentage of the recorded static stress, is shown on Fig. 10 for 19 eastbound
runs over the .? test spans at speeds varying from 8.9 to 57.5 mph. For example, when the
test locomotive passed over span 1 at 4.2 rps, or 51.6 mph (see Fig. 10), the mean stress
Tests of Concrete Filled Pipe Pile Piers 11
in the south beam was found to be 13.9 percent greater than the average stress in both
beams, due to an increase in pressure on the south rail of 18.0 percent, as shown by
the solid circle for this particular run. The solid symbols represent a roll towards the
south, while the open symbols represent a roll towards the north. It can be seen that the
direction of roll on span 1 was predominantly towards the south, while in spans 2 and 3
the roll was towards the north. This would tend to indicate that there was some track
condition tending to roll the locomotive south on span 1 and north on spans 2 and 3.
There is considerable variation in the roll effect found in the three spans, and it does
not appear to bear any relation to locomotive speed. In only a few cases did the roll
effect exceed 10 percent, and in no case did it exceed the present AREA design require-
ment of 20 percent.
Track and Hammer-Blow Effect
The vertical vibrations produced in a railroad bridge by the passage of a steam loco-
motive are undoubtedly caused by a combination of wheel and track irregularities and
the periodic disturbing force of the counterweights. This disturbing force, or hammer
blow, of the steam locomotive is due to the centrifugal force of the unbalanced weights
on the revolving driving wheels. It is quite possible that in some cases the condition
of the track would tend to counteract the vibrations due to hammer blow, and in other
cases the vibrations due to track conditions might be additive to the vibrations caused
by the hammer blow. Since there is no way to determine the separate effects for these
tests, the only alternative is to report their combined effect.
The combined track and hammer-blow stresses, or stress semi-amplitudes of vibra-
tion, as read from the oscillograms for the three test spans, are plotted on the upper
diagrams of Fig. 11 for 22 eastbound runs varying in speed from 3.4 to S7.S mph. The
maximum calculated stresses in the beam flanges caused by the resultant weights pro-
ducing dynamic augment or hammer blow of the locomotive drivers, without magnifica-
tion, are shown by the solid and dashed curve lines of these figures. For example, the
calculated maximum stress in the lower flange at the center of the north beam in span 3,
produced by the vertical components of the resultant unbalanced weights in the drivers
of the test locomotive (see Fig. 6), with the left crank pins at 31 deg with the vertical,
is 0.054 ksi when the locomotive is operating at 1 rps, and 1.26 ksi when operating at
5 rps. The maximum calculated stress possible in the south beam of the same span with
the test locomotive operating in the same direction, but with the right crank pins at
32 deg with the vertical, is 0.040 ksi at a speed of 1 rps, and I.OIS ksi at a speed of 5 rps
(see curves of maximum hammer-blow static stress on Fig. 11). The static hammer-
blow stress curves are the maximum determined for each beam separately and are
based upon the gross steel section. The values which determine the curves shown on
Fig. 11 have been corrected by the proper stress factor based upon the ratio of the
recorded to the calculated static stresses taken from Table 1 for each beam in the three
spans.
The track and hammer-blow effects, expressed as a percentage of the recorded static
stresses, are shown in the lower diagrams of Fig. 11. In general, the track and hammer-
blow effects amounted to about 30 percent of the recorded static live-load stresses and
exceeded those calculated by a considerable amount.
Maximum Stresses
The maximum live-load plus impact stresses recorded in the lower flanges of the
beams at the center of spans 1, 2 and 3 under passage of the test train are shown in
12 Impact and Bridge Stresses
Fig. 12 for a full range of speeds. The maximum stresses shown are the maximum values
read from the oscillogram for one gage while reading the north and south beams simul.-
taneously. Also included in Fig. 12 are the calculated static and calculated maximum
stresses, based on the AREA design specifications, and the recorded static stress for
each beam. It can be seen that the recorded maximum stresses are well below the cal-
culated maximum stresses, as would be expected for the same reasons that the recorded
static stresses were appreciably lower than the calculated static stresses. In general, there
appears to be an increase in maximum stresses with an increase in speed; however, it
can be seen that at high speeds it is not unusual to record stresses which are as low as
or lower than those recorded at very low speeds. This may be due to a rolling of the
locomotive about a longitudinal axis, which would increase the load on one beam with
a corresponding decrease in the load on the other beam, or a vertical acceleration of the
sprung weight of the locomotive, which would cause a <iecrease in load on both beams.
It is evident from F"ig. 12 that the maximum stresses are greater in the south beam of
span 1 and the north beam of spans 2 and 3. This is in good agreement with the direction
of roll indicated in Fig. 10 for each test span.
Total Impacts
The total impacts recorded in the lower flanges of the beams at the center of spans l,
2 and 3 under passage of the test train for a full range of speeds are shown in the
diagrams of Fig. 13. The total impact percentage in each test run for a particular speed.
is the increase in the stress in the beam over that occurring at a slow-speed run, approxi-
mately 5 mph, for the same locomotive. The total impacts are the combination of speed
effect, roll effect, and track and hammer-blow effects, and it would be unlikely that the
maximum for all effects would occur simultaneously. This can be seen from the diagrams
of total impacts on Fig. 13 where considerable scattering of the impact values, even at
the same speeds, indicates that not all of the impact effects arc a maximum at the same
time. These diagrams show the impact percentage as computed by the AREA design
specification for rolling equipment with hammer blow, and it can be seen that the
recorded values are considerably below the specified values. The diagrams also indicate
that there is an increase in total impacts with an increase in locomotive speed. It should
be kept in mind that the recorded static stresses in these spans were about 21 percent
below those calculated; thus, any impact stress shows a larger percentage of the recorded
static stress. It should also be kept in mind that the rigidity of the foundation upon
which a steel span rests is an important factor affecting impact. For example, a steel span
supported on massive concrete piers or abutments would have higher total impact read-
ings than a similar span supported on slender pile piers, such as those in this particular
bridge. These piers undoubtedly impart resilience to the structure, which may account
for the low recorded total impacts. The fact that one end of span 1 rests on a solid
concrete abutment while the other end rests on a relatively short and rigid pile pier,
appears to be the reason why the total impacts recorded in this span exceeded those
recorded in spans 2 and 3.
Pile Piers
Static Stresses
Direct static stresses were recorded in the piles of piers 2, 3 and 4 near the ground
line, as shown in "Sections 4-4, S-S and 6-6" of Fig. 5. The recorded static stresses were
determined from the maximum mean stress secured under slow-speed runs of approxi-
mately S mph. The maximum mean stresses were read simultaneously from the oscil-
lograms for all the gages located on the six piles of each pier. The exact position of the
Tests of Concrete Filled Pipe Pile Piers 13
locomotive wheels at time of maximum recorded stress was secured from the wheel posi-
tion marker on the oscillograms, and the same locomotive position was used for the
calculated stress. In most cases this position of the wheels for maximum recorded stress
was in good agreement with the position of wheels determined by using the criteria for
calculated maximum pier loads. The calculated average static stress in the six piles of
each pier was computed for maximum live-load reaction on the piers. The direct static-
stress was determined from the average load on the pile, employing the method of trans-
formed section to find the stress. The ratio of the modulus of elasticity of steel to that
of concrete was assumed to be 7. The calculated static stress was also computed by
using the load factor (26.67 lb axial load equals 1 psi on the outer fibers of the steel pile)
discussed previously, and excellent agreement was found between the two methods.
A comparison of the recorded and calculated direct live-load static stresses and the
st/ess factors, or ratios of the recorded to calculated stresses, for the piles in piers 2, 3
and 4 are shown for 5 slow-speed runs in Table 2. The recorded stresses shown in
Cols. 5, 8, 11, 14, 17 and 20 are the average of 2 gages on each of the 6 piles in pier 2
and the average of 4 gages on each of the 6 piles in piers 3 and 4. The calculated average
direct static stress is shown in Col. 4. A maximum static stress of 1.94 ksi compression
was recorded in the northwest pile of pier 4 under the eastbound test locomotive,
compared with a calculated stress of 1.63 ksi, which indicates that this pile was carrying
119 percent of the calculated stress, as shown in Col. IS, and for the same pier a mini-
mum static stress of 1.17 ksi compression was recorded on two occasions in the center-
east pile, indicating that this pile was carrying 72 percent of the calculated stress, as
shown in Col. 9. On an overall average for all piles and all 5 runs, the recorded static
stress varied from S.6 percent greater to 11.2 percent less than the calculated static stress.
It can be noted from Col. 23, that the average recorded static stress for the six piles in
each pier was slightly less than the calculated.
In computing the maximum vertical static loads and the resulting stresses in the
piles, the pier caps were assumed rigid enough to transmit the live load uniformly to
the six piles in each pier.
Maximum Pile Loads and Total Impacts
The maximum recorded pile loads in kips for piers 2, 3 and 4 under the three con-
ditions; timber bracing in place, timber bracing removed, and new steel bracing in place,
are shown in the upper diagrams of Figs. 14 and IS. Values shown in Fig. 14 are for
pier 3 with timber bracing in place, timber bracing removed, and steel bracing in place,
while values in Fig. 15 are for pier 4 with timber bracing in place and removed, and for
pier 2 with no bracing. The pile loads include live load plus impact and represent the
average of six piles in each pier. The loads on the piles were arrived at by multiplying
the average maximum stress on each pile by the load factor 26.67. In general, the maxi-
mum recorded pile load varied from 40 to 50 kips under the various conditions of bracing
on the 3 piers. A study of Figs. 14 and 15 clearly indicates that the bracing had no effect
on the magnitude of the pile loads, as would be expected. It can also be seen from these
figures that there is a general increase in the maximum recorded pile load with an
increase in locomotive speed. This is undoubtedly due to an increase in impact at the
higher speeds.
The total impacts on the piles expressed as a percentage of the recorded static load
are shown in the lower diagrams of Figs. 14 and 15. The total impact percentage is the
increase in the load in the piles over that occurring at a slow-speed run for the same
range of speeds and the same runs shown in the upper diagrams of these figures. The
14 Impact and Bridge Stresses
total impacts are a combination of speed effect and track and hammer-blow effects
which occur on the beam spans and are carried down into the piles through th^ bearings
and caps.
The total impacts in the piles are the average of the greatest simultaneous impacts
recorded by the six piles in each pier for the same conditions under which the maximum
pile loads were recorded — namely, timber bracing in place, timber bracing removed, and
steel bracing in place. The greatest total impact was recorded in the piles of pier 4 with
the timber bracing removed (see Fig. IS), and this amounted to 26.5 percent of the
recorded static load at speeds of 49.5 and 54.5 mph. The greatest total impact in pier 3
was 24.3 percent at 50.6 mph, which was also recorded with the timber bracing removed.
It can be seen from these diagrams that greater total impacts occurred in the piles which
had the bracing removed. The bracing undoubtedly stiffened the piles and reduced the
amount of vibration which was present when the pile length was unsupported. It should
be kept in mind that massive bridge substructures are not designed for impact ; however,
an allowance of 25 percent of the live load was made for impact in designing these pile
piers. It can be seen that an appreciable amount of impact does exist in the piles of this
structure. *
A study of these diagrams of total impacts indicates that there is a general increase
in total impacts with an increase in locomotive speed.
The values for total impact in pier 3 with steel bracing in place were less than
9 percent in all but 2 runs, which would indicate that the steel bracing was effective to a
certain degree in reducing impact ; however, the steel bracing was originally included in
these tests in order to study its effectiveness in reducing lateral sway in the piers.
Load Distribution to Piles
The distribution of the live load to the individual piles in piers 2, 3 and 4 for a full
range of speeds is shown in the diagrams of Figs. 16 and 17. The load on each pile was
determined from the maximum recorded stress read from the oscillograms simultaneously
for the six piles in each pier. The load factor, 1 psi stress on the steel equals 26.67 lb
axial load, was used to determine the load on the piles from the recorded stresses, and
the results are shown in Cols. 3, 5, 7, 9, 11, and 13 of each diagram. The load on each
pile was expressed as a percentage of the sum of the total load on each pier, and these
percentages appear in Cols. 4, 6, 8, 10, 12 and 14 of the diagrams. The static loads shown
represent the average of five slow-speed runs, and the curves shown at the bottom of
each table illustrate the percentage distribution of load to each pile for the static runs
and for an average of the six highest loads throughout the full range of speeds.
From the curves, using open circles for static loads (see Fig. 16) it can be seen
that the percentage of static load carried by the piles in pier 3 varied from a minimum
of 14.3 percent to a maximum of 19.5 percent. A perfect distribution would require that
each pile take 1/6 or 16.7 percent of the total load on the pier, so it appears that there
was good distribution to the piles for the static loads. The curves with open symbols
shown on Fig. 17 illustrate the variation of load carried by the piles in piers 2 and 4.
In these 2 piers the distribution varied from a minimum of 13.1 to a maximum of 20.S
percent in the piles of pier 4 with timber bracing removed. From this study it appears
that the use of bracing on piers 3 and 4 had little or no effect on the distribution of
load to the various piles. It can also be seen that the batter piles in each pier carried
a full share of the load.
It can be seen from a study of the distribution curves for the average of the six
highest loads throughout a fulL range of speeds (see dash curves with solid symbols on
Tests of Concrete Filled Pipe Pile Piers IS
Figs. 16 and 17) that for the higher loads caused by greater speeds, the load distribution
is essentially the same as for static loads. This was especially true on pier 4 with timber
bracing removed, as indicated by the curves in the lower right corner of Fig. 17.
Lateral and Longitudinal Bending in Piles
There was considerable variation in the recorded stresses at all speeds for the indi-
vidual gages located at the ground sections on piers 2, 3 and 4. This variation is shown
for a static and high-speed run in Fig. 9 for the 24 gages located at the ground section
of pier 3. It can be seen from Fig. 9 that the compressive stresses in the center-east pile
under an eastbound test train at a speed of 4.2 mph varied from — 1.32 ksi to — 1.70 ksi,
with an average of — 1.49 ksi. A comparison of the four recorded stresses with the
average indicates that the stresses do not vary across the section as a plane, so in deter-
mining the maximum bending stresses the difference between the largest stress and the
average stress was taken as the bending stress. For example, the lateral bending in the
center-east pile at a speed of 4.2 mph (see Fig. 9) was taken as the difference between
-^1.70 ksi and the average of — 1.49 ksi, or — 0.21 ksi, which is 14.1 percent of the
axial stress in the pile. This eccentric bending was to the south. The longitudinal bending
in the center-east pile at a speed of 4.2 mph was taken as the difference between the
maximum compressive stress in the longitudinal direction, which is — 1.S8 ksi, and the
average stress, which is — 1 .49 ksi. The bending stress would therefore be — 0.09 ksi,
which is 6.0 percent of the axial stress in the pile. This eccentric bending was to the east.
The lateral bending in the individual piles of piers 3 and 4 obtained under a full
range of speeds is shown as a percentage of the recorded axial stress in the diagrams of
Figs. 18 and 19. In these figures the solid circles illustrate the lateral bending in the
individual piles of piers 3 and 4 with timber bracing in place, the solid triangles represent
the lateral bending with timb&r bracing removed, and the solid squares represent the
lateral bending with new steel bracing in place. All the bending stresses were recorded
under normal operation of the test train, and the average bending for all runs is shown
for each pile as indicated by the solid and dash lines. It can be seen from these diagrams
that the lateral bending in the piles was quite large, especially in pile 2 in pier 3, where
the average lateral bending with timber bracing removed was 37 percent. For some runs
the lateral bending was as high as 108 percent of the recorded axial stress, as illustrated
in the diagram for pile 6 in pier 4 with timber bracing removed (see Fig. 19) . The use
of timber bracing was effective in reducing the amount of lateral bending, especially in
pier 3, where the lateral bending in five out of six piles was reduced to approximately
one-half of what it was with the timber bracing removed (see Fig. 18). However, the
difference in pier 4 was small. In all of the piles of piers 3 and 4 the lateral bending, in
percent of the recorded axial stress, was lower with the timber bracing in place, as
illustrated by the solid lines shown on the diagrams.
The longitudinal bending in the individual piles of piers 2, 3 and 4 obtained under
a full range of speeds is shown as a percentage of the recorded axial stress in the diagrams
of Figs. 20, 21 and 22. All the values shown on these figures were secured under an
eustbound test train for normal operation. The maximum longitudinal bending occurred
in' pile 4 of pier 4 where the average longitudinal bending in percent of the recorded
a:dal stress was 30.S with timber bracing in place (see Fig. 22). In general, there appears
to be no relation between the use of bracing and the magnitude of the longitudinal
bending in' the piles. A study of Figs. 20, 21 and 22 also indicates that there is no
apparent relation between locomotive speed and longitudinal bending in the piles. The
exact causes of the' bending is not known, however, it could be the result of the beams
16 Impact and Bridge Stresses .
in one span bearing near the edge of the cap, with the beams of the adjoining span
bearing closer to the center of the cap. A study of the tabulated longitudinal bending
stresses indicates that the bending was predominantly towards the east for over 90 per-
cent of the test runs. This phenomenon may be the result of a longitudinal force applied
to the piers through the span bearings due to the deflection of the spans under the
eastbound locomotive.
Longitudinal and Lateral Forces
The testing of this structure with a special test train made it possible to secure data
on the bending stresses in the piles resulting from a train crossing the bridge at various
speeds under normal operating conditions, compared to the bending stresses produced
by the same test train crossing the bridge with the brakes applied (service application
of brakes") . In addition, tests were made to determine the bending stresses in the piles
resulting from stopping the train at various positions on the bridge by a hard applica-
tion of the brakes, and then accelerating the train as rapidly as possible to determine
the tractive efTect from the locomotive drivers. In making these longitudinal force tests,
the gages were placed on the piles near the ground line and just under the concrete ca(p
on pier 3, as shown by Sections E-E and F-F in Fig. 7. In addition to the gages on
the piles, gages were also placed longitudinally on the webs of the rails near the neutral
axis, as shown by Sections C-C and D-D (see Fig. 7), to determine any longitudinal
force carried by the rails.
Typical traces showing the general characteristics of the stresses produced in the
piles and rails by stopping the test train on the bridge with a hard service application
of the brakes are reproduced in Fig. 7. The position of the locomotive and part of the
tender where they stopped on the bridge is shown in the "Elevation" at the right of the
diagram. The typical traces, G1-G8, incl., located on the piles and rails were reproduced
to a larger scale from the oscillogram secured under the lest run marked "train position
A". Traces Gl and G2, obtained with gages located on the rails at the west abutment,
indicate that the rails started carrying longitudinal tensile stress when the brakes were
first applied at a speed of approximately 4.32 mph, and that these stresses kept increasing
until the forward movement of the train stopped 16 sec later. As soon as the train
stopped, the tensile stresses in the rails over abutment 6 were reduced, but it can be
seen that the structure continued to vibrate at a low frequency for about 2 sec and
that a large part of the tensile stress remained in the rails after the structure stopped
vibrating. While the rail gages over abutment 6 were recording longitudinal tensile
stresses, gages G3 and G4 located over the east abutment were simultaneously recording
longitudinal compressive stresses, and it can be seen from the typical traces that part
of the compressive stresses were retained after the train stopped and the structure ceased
vibrating. This stress retained in the rails returned to approximately zero after the entire
train moved off the bridge; therefore, it is apparent that this retention of stress is the
result of the entire structure yielding longitudinally in the direction of the train and
being held in that position after the train stops by friction. For train position "A"
the maximum tensile stress recorded in the rails at the west abutment at the instant
the train stopped was + 3.30 ksi, while the maximum compressive stress at the east
abutment was — 1.00 ksi. Thus, assuming uniform stress distribution over the entire
cross section of the 112.2S-]b rail and using the average stress recorded by the two
rails at each end of the bridge, a tensile force of 62.8 kips was carried by the rails at
the west abutment, while a compressive force of 19.8 kips was carried by the rails at the
east abutment, or by summation of the two forces it can be seen that the total longi-
tudinal force carried by the rails was 82.6 kips for this particular run.
Tests of Concrete Filled Pipe Pile Piers 17'
Traces GS, G6, 07 and 08 on Fig. 7 were obtained from gages located on the
center-east pile of pier 3, as shown by Sections E-E and F-F, and it can be seen that
their action was similar to that of the rails, except that the pile was taking vertical load
as well as longitudinal load as soon as the first wheel of the locomotive came onto the
span between piers 3 and 4. For this particular run marked "train position A", the west
side of the center-east pile near the concrete cap, gage 06, was stressed in bending to
2.13 ksi compression by the braking force, while the east side at the same section, gage
05, was stressed to 0.8S ksi tension. The gages near the ground line simultaneously
recorded 0.13 ksi tension on the west side of the pile and 1.10 ksi compression on the
east side. This reversal of stress between the cap and ground sections indicates that the
pile is fixed against rotation at the concrete cap and some place in the ground, thus any
longitudinal displacement of the cap towards the east induces tensile stresses on the
east side of the pile near the cap and on the west side of the pile near the ground line.
Therefore, a point of contraflexure, or point of zero moment, exists somewhere between
the concrete cap and the ground line, depending primarily on the location of the point
of fixity of the pile in the ground.
Before it was possible to compute equivalent static longitudinal or lateral forces
on the piers from the bending stresses induced in the piles near the ground line, it was
first necessary to make an analysis to determine where the piles were fixed below the
ground line and consequently locate the point of contraflexure of the piles in piers 3
and 4. An analysis for the point of contraflexure in the piles of pier 3 is shown on
Fig. 23. Gages were located at the top, bottom and mid-height on the southeast and
center-east piles, as shown on the "End View" in Fig. 23. The lateral and longitudinal
bending stresses were read from the oscillograms simultaneously for all the gages located
at the three sections on the two piles. For this analysis 6 eastbound runs varying in
speed from 5 to 58 mph were used, and the readings from the oscillograms were made
with the second driver of the locomotive over the test pier. The bending moment in ft-
kips was computed from the bending stresses, using the flexure formula and the moment
of inertia of the transformed pile section. The transformed moment of inertia in terms
of concrete was found to be 7t ^= 2448 in*, using w^7. The modulus of elasticity of
steel was assumed equal to 30,000,000 psi. The bending moment curves for the southeast
and center-east piles are shown in Fig. 23 for the lateral and longitudinal planes, and
to the right of these diagrams the average curve and average point of contraflexure, or
point of zero moment, is shown for both planes. It can be seen that the average point
of contraflexure due to lateral bending was 13 ft from the bottom of the concrete cap,
and that this is in good agreement with the average point of contraflexure due to longi-
tudinal bending, namely, 12.6 ft from the bottom of the cap. The diagram in the lower
left corner of Fig. 23 illustrates the use of the point of contraflexure in determining
equivalent static lateral and longitudinal forces on pier 3. The average of the lateral
and longitudinal points of contraflexure was found to be 12.8 ft from the cap, and this
value was assumed for all the piles in pier 3. Assuming the piles fixed against rotation
at the cap, the point of contraflexure must occur half way between the point of fixity
at the cap and the point of fixity in the ground. Therefore, on the basis of this analysis
of the two piles, it seems logical to assume that the piles of pier 3 are fixed on a plane
about 5.6 ft below the ground line, the usual assumption being 6 ft, and the point of
contraflexure is therefore located 6.74 ft above the gage lines near the ground. Conse-
quently, a force, F, applied at the point of contraflexure with a moment arm of 6.74 ft
will produce the moment, Afs, which was determined from the bending stresses in the
piles. This force applied at the point of contraflexure is. equivalent to a static lateral
18 Impact and Bridge Stresses *
or lonpitudinal force applied to the pier by the locomotive. Since readings were taken
at the ground lines on piers 3 and 4 under the locomotive running at normal operation,
under the locomotive operating with a service application of the brakes, and under
the locomotive braking to a stop on the bridge, it was possible to determine the equiva-
lent static lateral and longitudinal forces on piers 3 and 4 from this type of analysis.
These lateral and longitudinal forces are shown on Figs. 24 and 25.
A study of the oscillograms secured under passage of the test train with gages on
the piles at the ground line indicated that the locomotive was producing a sinusoidal
lateral force in the piers, as shown by the typical oscillogram in Fig. 8. This sinusoidal
lateral force started when the locomotive reached the first span and increased to a
maximum when the drivers were over the test pier. The effect of this lateral force h to
bend the pile about an axis parallel to the track, with a resulting increase in compression
on one side of the pile and a simultaneous decrease in compression on the other side. It
can be seen from Fig. 8 that at any particular time, such as that shown by the vertical
Hne labeled "position of train for max. lateral bending in east piles", the gages on the
north side of the piles, A4, AS and A12, indicate an increase in compression of 1.18,
1.01 and 1.03 ksi, respectively, while the gages on the south side of the piles, A2, A6
and AlO, indicate a decrease in compression of 0.68, 0.73 and 0.88 ksi, respectively.
These bending stresses in the piles, which were determined by drawing the envelope
curves and the "mean stress curve" as described previously in this report, are shown in
the upper diagrams on Fig. 24. The equivalent static lateral forces computed from these
bending stresses are shown along with the ARE.\ design force in the lower diagrams
of Fig. 24. It can be seen that all values were less than the .\REA design force of 20 kips
and that the maximum computed force was 4.50 kips. The timber bracing was effective
in reducing the lateral forces on pier 3 from an average of about 2.90 kips without
timber bracing down to approximately 1.76 kips with timber bracing in place; however,
the steel bracing was not effective in reducing the lateral forces. In general, there appears
to be an increase in lateral force with an increase in speed, as can be seen from the
lateral forces in pier 3 (see Fig. 24).
The longitudinal bending stresses induced in the piles of the various piers under
the test train crossing the bridge with normal operating conditions, as previously dis-
cussed and shown in Figs. 20, 21 and 22, are believed to be the result of eccentric
loading of the piles. It is apparent that the application of a longitudinal force, such as
that produced by the braking of a train, would cither increase or decrease the bending
stresses in the piles, depending upon the direction of the eccentric loading. To deter-
mine whether the application of the brakes on the test train actually increased or
decreased the bending stresses in the piles, the equivalent static forces required to pro-
duce the bending stresses were calculated as discussed previously and are shown in the
diagrams on Fig. 25. For example, the equivalent static longitudinal force values shown
by the solid symbols in Fig. 25 were calculated from the bending stresses in the piles
secured under normal operation of the test train over the bridge, while those shown
by the open circles were calculated from the bending stresses secured with the test train
crossing the bridge at the speeds indicated, but having the brakes applied before reaching
the bridge. It can be seen that there is little difference in the equivalent static longi-
tudinal forces between the two methods of operation, except at the lower speeds of
about 1.6 and 2.1 rps, where there is some indication of an increase in equivalent static
longitudinal force with the train braking. The equivalent static longitudinal force values
shown by the open triangles at zero .speed were secured with the train stopping on the
bridge, as explained previously. It can be seen from the longitudinal force diagram for
Tests of Concrete Filled Pipe Pile Piers 19
pier 3 in Fig. 25 that the equivalent static longitudinal forces on the pier secured under
braking to a stop on the bridge were not appreciably higher than those obtained under
normal operation or under service application of brakes. The diagrams in Fig. 25 indicate
that the maximum equivalent static longitudinal force carried by piers 3 and 4 was
approximately 2.25 kips, compared with the AREA design specification force of 39 kips
(15 percent of pier reaction). However, it should be pointed out, as shown by the note
in Fig. 25, that the rails were carrying longitudinal forces at the instant the train stopped,
which varied -from 54.6 to 127.5 kips.
#
Stresses in Timber Bracing
The maximum tensile and compressive stresses in the timber bracing members on
pier 3 were measured simultaneously for a full range of speeds, and the results of this
study are shown in the diagrams of Fig. 26. The solid circles represent the maximum
average stress, tensile or compressive, recorded in the 3-in by 12-in timber bracing
attached to the east piles, while the open circles show the maximum average stress,
tensile or compressive, recorded in the bracing on the west piles. A maximum tensile
stress of 105 psi was recorded in the bottom diagonal bracing on the east piles, as
shown in the diagram for Section 11-11, and this stress would be equivalent to a load
of 3780 lb in the bracing. A maximum compressive stress of 112 psi was recorded in the
top diagonal on the west piles, as shown in the diagram for Section 8-8. This stress repre-
sents a load of 4030 lb in the bracing. It can be seen from these diagrams that there is a
general increase in stress in the timber bracing with an increase in speed, indicating that
the bracing is carrying stresses induced by the lateral forces on the pier. Since it was
found that the lateral forces increased with an increase in speed, it is reasonable to
expect an increase in the bracing stresses with an increase in speed. It is interesting to
note that there was little or no reversal of stress in the diagonal bracing at Sections 8-8
and 10-10 (see Fig. 26). The maximum stresses at Section 8-8 were predominantly
compressive, while the maximum stresses at Section 10-10 were predominantly tensile.
Since a theoretical analysis of the bracing stresses was not made, an explanation of this
behavior is not readily available. It should be pointed out that all bracing on both piers 3
and 4 was tightened before any testing was begun.
SOIL DATA
Two soil borings, located as shown on the "Plan" in Fig. 5, were taken after the
tests were completed, and the samples of soil from the borings were classified and
analyzed. These soil data are shown in Fig. 27. All soils tested had medium to low
plasticity, and the compressive strength varied from 2.2 to 9.5 tons per sq ft. No cor-
relation was made between this soil information and the point of fixity of the piles
in the ground. Test data from many more bridges of this type would be required before
an intelligent analysis could be made; therefore, these soil data are included only as
information for future reference.
PILE DRIVING RECORD
The pile driving record for the 18 piles in piers 2, 3 and 4 are included in Fig. 28
as information for future reference. All piles were driven by thfe NYC&StL bridge and
building gang, using a single-acting, 5000-lb, No. 1 Vulcan hammer with a 3-ft stroke.
The piles were ordered in 40-ft lengths and were extended by splicing before being
driven to tabulated penetration.
20 ImpactandBridgeStresses
ACKNOWLEDGMENTS
The Committee on Impact and Bridge Stresses and the American Railway Engineer-
ing Association are indebted to the officers of the NYC&StL and the Armco Steel Cor-
poration for their cooperation in conducting these tests.
CONCLUSIONS
llie tests on this bridge afforded an opportunity to analyze the effect of railroad
loading on a relatively new and economical type of railroad structure.
From the data as found in these tests the following observations can be made:
1. The static stresses in the beams were about 80 percent of the calculated stresses,
w^hich is in line with previous tests on short span bridges.
2. The impact stresses in the beams were well below the AREA design require-
ments. This confirms previous tests showing lower impacts in spans resting on resilient
supports than in spans resting on massive supports.
3. The live load was about equally distributed to the piles in each pier, the batter
piles taking their full share of the load.
4. The impacts in the piles reached a maximum of 26 percent of the live-load
stresses.
5. The lateral bending stresses in the piles reached a maximum of 1.08 ksi. The
equivalent lateral force on one pier necessary to produce this stress is about 4.S kips,
well below the AREA design force of 20 kips. Neither type of bracing used on these
piers was considered satisfactory. It seems evident that the application of suitable bracing
would result in a more rigid structure.
6. The highest longitudinal bending stress measured was 0.6 ksi. The greatest longi-
tudinal force taken by one pier was about 2. 25 kips, considerably below the AREA
design force of 39 kips (15 percent of the pier reaction).
The longitudinal forces on the structure due to braking were not much higher than
those from normal operation. The longitudinal forces in the rails at the abutment due
to braking varied from 55 to 125 kips.
Tests of Concrete Filled Pipe Pile Piers
21
140' -2 FACE TO FACE OF BACKWALLS
EAST ^
SECTION 4-4
SECTION 5-5
t. E PILES tW PILES
•^ -a
SECTION 6-6
tE PILES i.W. PILES
SECTION 7-7 SECTION 8-8
tE PILES i.W PILES tE PILES tW PILES
3'-0 tP ^ 3'-0
SECTION 9-9 SECTION 10-10
t E PILES tW PILES
NOTE
SECTIONS TAKEN ON t
BETWEEN PILES
VIEW B-B
SECTION 11-11
GENERAL NOTE
» INDICATES f" SR- 4 WIRE
STRAIN GAGES ON STEEL
• INDICATES 6" SR-4 WIRE
END VIEW STRAIN GAGES ON TIMBER
FIG 5
NYC a STL RR BRIDGE TESTS
27'-IOWF BEAM SPAN
OPEN TIMBER FLOOR
GENERAL PLAN
LOCATION OF GAGES
22
Impact and Bridge Stresses
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NOTES RAILS NO 11225 RE, AREA = II 02 SO IN , N A = 2 96' FROM BASE
PILES STEEL SHELL 12 j-IN 0 D , i - IN THICK,
FILLED WITH CONCRETE ln=7l
STRESSES ARE GIVEN IN KSI, + INDICATES TENSION, - INDICATES COMPRESSION
C a ST L RR BRIDGE TESTS
27'- 10 WF BEAM SPANS
OPEN TIMBER FLOOR
TYPICAL OSCILLOGRAM
BRAKING EFFECT
lX
61.0 FT. IN 0.90 SEC =67 8 FPS =
MAX. LATERAL BENDING = SEMI • AMPLITUDE =
•^''•^ — .v^w/^'.'-~-w,vv.V(^ 0.47" X 2,5 = I 18 KSI
T WHEEL 1 ..^ j„^ w"«fW^46.2 MPH >-^eaST
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FIRST WHEEL AT 4.92'
.EAST OF t ABUT. I
''*~*'WvvvwA"*'«-»w
THIS PART OF FILM WAS
TAKEN BEFORE LOCOMO-
TIVE WAS ON THE SPAN.
THIS PART OF FILM WAS
TAKEN AFTER LOCOMOTIVE
AND CARS WERE OFF SPAN
Ti
SYMBOL:
» i" WIRE GAGES ON STEEL
SECTION 5-5
N Y C a ST. L RR BRIDGE TESTS
27'- 10 WF BEAM SPAN
OPEN TIMBER FLOOR
TYPICAL OSCILLOGRAM
LATERAL BENDING IN PILES
LOCOMOTIVE CLASS "S" - NUMBER 700
BERKSHIRE TYPE - 2-8-4
Tests of Concrete Filled Pipe Pile Piers
23
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Tests of Concrete Filled Pipe Pile Piers
37
NORTH ^
SOUTH EAST PILE* CENTER EAST PILE *
32 I 012345601234567
AVERAGE CURVE
FOR SE AND
CENTER E PILES
0 12 3 4 5
PIER 3 - ELEVATION
EAST ^
32I0I2432I0I234432I0I2345
BENDING MOMENT IN FOOT - KIPS
POINT OF CONTRAFLEXURE DETERMINED FROM LATERAL BENDING
SOUTH EAST PILE* CENTER EAST PILE*
432IOI25432IOI2
AVERAGE CURVE
FOR S E AND
CENTER E PILES
4 3 2 10 12
N
\
\
\
AV
PT
TR
AT
FR
E
C
A
0
RA
F
FL
2
GE
:o
EX
CA
1
1
M-
UF
P
E
\
4 3 2 10 12
-i EAST PILES BENDING MOMENT IN FOOT - KIPS
POINT OF CONTRAFLEXURE DETERMINED FROM LONGTUDINAL BENDING
PIER 3 - END VIEW
NOTES. ¥r CURVES SHOWN ARE FOR TRAIN SPEEDS
VARYING FROM 5 TO 58 MPH
M, = BENDING MOMENT IN PILE AT BOTTOM
OF CAP (PILE FIXED AT THIS POINT)
Mj = BENDING MOMENT IN PILE AT POINT OF
FIXITY IN GROUND M, = Mj
Mj = BENDING MOMENT CALCULATED FROM
LATERAL OR LONGITUDINAL SR-4 GAGES
F = LATERAL OR LONGITUDINAL FORCE AP-
PLIED AT PT OF CONTRAFLEXURE TO
CAUSE MOMENT M,
NYC a ST L RR BRIDGE TESTS
27'-IO WF BEAM SPANS
OPEN TIMBER FLOOR
METHOD OF DETERMINING LATERAL
AND LONGITUDINAL FORCE ON PIER 3
PIER NO 3
DETERMINATION OF LATERAL AND
LONGITUDINAL FORCES FROM POINT
OF CONTRAFLEXURE IN PILES
38
Impact and Bridge Stresses
Average lateral beno4ng
stress p€b pile in ksi
LATERAL FORCE PER PrER IN KiPS
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LATERAL FORCE PER PIER IN KiPS
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Tests of Concrete Filled Pipe Pile Piers
39
AVG. LONGITUDINAL BENDING
STRESS PER PILE IN KSI
O O) iC ^ ^ ,-^
LONGITUDINAL FORCE PER PIER IN KIPS
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40
Impact and Bridge Stresses
MAXIMUM RECOROeO STRESS IN PSI
S S O S 8 S
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MAXIMUM ReCO«0E0 STRESS IN PSi
Tests of Concrete Filled Pipe Pile Piers
41
■ GROUND SURFACE
595 FT -
Tfine to
■< MEDIMUM
i. SAND
("brown Clayey [^
a silt v((ith ^
I (.PEBBLES z,
BROWN a GRAY 5 ■
CLAYEY SANDY <
SILT WITH PEBBLES ^
'GRAY SANDY ^
CLAYEY SILT
WITH PEBBLES
END OF
BORING -
^•
r--
>•
,
BORING LOG
)l 23456789
TONS PER SO FT
COMPRESSIVE STRENGTH
SOIL TEST BORING NO.
0 2 4 6 8 10 12 14 16 18 20
PERCENT DRV WEIGHT
NATURAL WATER CONTENT
GROUND SURFACE
BROWN GRAY
CLAYEY SANDY
SILT
GREENISH
BROWN GRAY
SANDY SILT
GRAY CLAYEY
SANDY SILT
WITH GRAVEL
n
595
590
1-
li-
§ 585
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580
575
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BORING LOG
I 23456 789 10
TONS PER SO FT
COMPRESSIVE STRENGTH
SOIL TEST BORING NO. 2
D 2 4 6 8 10 12 14 16 IB 20
PERCENT DRY WEIGHT
NATURAL WATER CONTENT
NOTE FOR LOCATION OF BORINGS
SEE FIG. 5 (PLAN VIEW)
NYC a ST L BRIDGE TESTS
28 WF BEAM SPANS
OPEN TIMBER FLOOR
SOIL TEST BORINGS
42
Impact and Brid r eS t r esse s
NYC8STLRR BRIDGE TESTS
27'. 10 WF BEAM SPANS • OPEN TIMBER FLOOR
PILE DRIVING RECORD - PIERS 2,384
-* l»tST TO SI LOUIS
o o
o o
o o
22
O
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23
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24
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16
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17
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10
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II
o
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12
o
o
PIER 2 1
PILE
NO
PENETRA-
TION
NO
BLOWS
LAST
FOOT
DATE
DRIVEN
7
292
56
7-6-50
8
290
34
300
43
9-20-50
31 0
46
320
45
330
46
340
51
35 0
48
360
49
36 583
28
9
300
30
7-11- 50
31 0
31
9-20-50
32 0
43
34.0
45
3S0
40
360
36
370
40
38 0
40
10
290
45
7-6-50
1 1
280
45
12
18.0
1 4
7-11- 50
2 3.0
24
260
27
2 8.0
28
30.0
32
320
41
9-20-50
3 3.0
37
34.0
45
350
45
360
38
37 0
38
380
3T 1 1
PIER 3 1
PILE
NO
PENETRA-
TION
NO
BLOWS
LAST
FOOT
DATE
DRIVEN
13
21 0
58
7-6-50
2 35
64
14
236
56
25.5
66
15
20.0
39
7-11-50
22.0
47
240
62
16
20.0
60
7-6-50
225
72
17
22 0
60
235
76
18
180
38
7-11-50
21.0
48
235
56
250
60
PIER 4 1
PILE
NO.
PENETRA-
TION
NO
BLOWS
LAST
FOOT
DATE
DRIVEN
19
18 7
60
7-6-50
19.9
80
20
17.0
60
7-5-50
19.0
80
20.5
104
21
23.0
60
7-11-50
240
70
22
17.0
65
7-5-50
20 5
100
23
185
60
20 5
150
24
21 0
48
7-11-50
23 2
54
LENGTH OF PILES ORDERED AND IN LEADS' 40 FT
40 FT PILES WERE EXTENDED BY SPLICING BEFORE
BEING DRIVEN TO TABULATED PENETRATION
PILES WERE DRIVEN BY NYC 8 ST L FORCES
MAKE, TYPE 8 NO. OF HAMMER - NO I VULCAN (SA )
WEIGHT OF HAMMER = 5000 LB
MEASURED STROKE = 3 FT
TYPE OF PILE - ARMCO STEEL PIPE PILE
Tests of Con crete Filled Pipe Pile Piers
43
NYC a STL RR BRIDGE TESTS
27-10 WF BEAM SPANS- OPEN TIMBER FLOOR
COMPARISON OF RECORDED AND CALCULATED STATIC STRESSES IN BEAMS
TYPE
OF
STRESS
TEST
LOCOMOTIVE
SPAN
RECORDED STRESS
AVERAGE
CALCULATED
STATIC
STRESS
STRESS
NORTH
BEAM
SOUTH
BEAM
AVERAGE
FACTOR'
RECORDED
CALCULATED
COL.I
2
3
4
5
6
7
8
9
BENDING
MOMENT
AT
CENTER
OF
BEAM
BERKSHIRE
TYPE
2-8-4
CLASS
"S"
NUMBER
700
NO. 1
5.50
5.80
5.65
7.08
0.80
076
5 20
5 50
5,3 5
0.75
4 90
5.30
5. 10
0.72
5 10
6,00
5,55
0.78
5. 10
5.50
5.30
0,75
NO. 2
5 50
6 10
5,80
7.08
0.82
0.80
6. 10
5.70
5,90
0.83
6,00
5 40
5 70
0.80
5 70
4 70
5.2 0
0.73
5 90
5,70
5.80
0.82
NO, 3
5,80
5 80
5 80
7,0 8
0.82
0.80
5,70
5.90
5 80
0.82
5 70
5.70
5,7 0
0.80
5.80
5. 10
5.45
0.77
0.78
5,70
5.30
5,5 0
NOTE STRESSES IN BEAMS ARE TENSILE AND GIVEN IN KSI.
N.Y.C.aSTL. RR. BRIDGE TESTS
27-10 WF BEAM SPANS - OPEN TIMBER FLOOR
COMPARISON OF RECORDED AND CALCULATED DIRECT STATIC STRESSES IN PILES
UJ
liJ (E
0- 1-
>
t- t-
w o
o
PIER
NO.
CALCULATED
AVERAGE
STATIC
STRESS
EAST PILES
WEST PILES
AVER
S,F
PER
PIER
NORTH PILE
CENTER PILE
SOUTH PILE
NORTH PILE
CENTER PILE
SOUTH PILE
o
o
8
a:
STRESS
FACTOR
o
o
(E
8
(E
STRESS
FACTOR
UJ
Q
IE
IE
STRESS
FACTOR
o
o
K
O
O
UJ
STRESS
FACTOR
o
(E
8
en
STRESS
FACTOR
o
o
(E
o
o
UJ
IE
STRESS
FACTOR
AVER
AVER
AVER
AVER
AVER
AVER
COL.I
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
20
21
22
23
z
in?
U) _J
Hi
. ir
Z
O 10
< UJ
IE i
r
t\j tn
1/1
|§
in
it .
cc o
2
1,63
1.79
I.IO
1.09
1.60
098
0.96
1.53
0.94
0.94
1.84
1.13
1,04
152
0,93
0,86
1.40
0.86
0.85
0 96
1.71
1.05
1.56
0.96
1.49
0.91
1 64
1.01
44
088
1.3 1
0.80
1,74
1,07
1.51
093
152
0 93
1,60
0.98
33
Q82
1.36
0.83
1.68
1,03
1,60
098
1,68
1.03
1.56
096
36
083
1.50
0.92
1.80
1,10
1.53
094
1.43
0.88
1.81
1,1 1
33
082
1.33
0.82
3
1,63
1,62
099
I.OI
137
0.84
0.85
1,5 1
0,93
0.92
1,54
094
Q96
61
0.99
092
1.48
0.91
097
0 94
1.76
1.08
1,41
0.87
1,58
0.97
1.57
096
40
086
1.60
0.98
1.50
0.92
1.36
0.83
1.46
0,90
1.54
0,94
54
0.94
1.62
0,99
1.58
097
1.26
076
1.33
0.82
1.73
1.06
52
0.93
1,7 1
1.05
1.79
I.IO
1.52
0.93
1.60
Q98
1.43
Q88
40
0.86
1,49
0.91
4
1,63
1.43
Q88
092
1.17
0.72
0.75
1.27
0.78
0.75
1.87
1.15
1.13
60
Q98
1.00
1,77
1.08
1.07
094
1.55
Q95
1.23
0.75
1.26
0.76
1.84
1.13
54
0.94
1.81
I.I 1
1.43
0.88
1.17
0.72
1.19
0.73
1.83
1,12
49
09I
1.7 1
1.05
1.57
096
1.23
0.75
1.21
0,74
1.94
1.19
67
1.02
1.89
1.16
1.54
0.93
1.32
0.81
1 26
0.76
1.70
1.04
89
1,16
1.53
0,94
STRESSES IN PILES ARE COMPRESSIVE AND GIVEN IN KSI.
STRESS FACTOR AS GIVEN IS THE RATIO OF RECORDED TO CALCULATED STRESS.
RECORDED VALUES ARE AVERAGE OF 4 GAGES FOR PILES IN PIERS 3 AND 4.
AND AVERAGE OF 2 GAGES FOR PILES W PIER 2.
Advance Report of Committee 30 — Impact and Bridge Stresses
Description and Analysis of Tests Made on Transverse
Floorbeams and Longitudinal Beams Under
Diesel and Steam Locomotives
A. DIGEST
This report includes a description and analysis of tests made on seven through
girder spans having transverse floorbeams without stringers (see Figs. 1 and 3), and
two spans having closely spaced longitudinal beams (see Fig. 2). Both of these types
provide the shallow floor required for a limited depth from base of rail to the under-
clearance line. Some of the varying features of the bridges are as follows:
1. Single and double-track structures.
2. Ties set either on concrete-lined floor plate or on timber stringers bearing on
floor plate.
3. Ballasted track on floor plate, on concrete-lined floor plate, and on reinforced
concrete slabs.
4. Transverse floorbeams with diaphragms connected and later disconnected.
5. Longitudinal beams not encased and later encased in concrete.
6. Transverse floorbeams at 4-ft 9-in centers with shallow stringers.
The tests were made under diesel and steam locomotives of regular trains operating
at normal speeds with some speed restrictions requested to obtain data under static con-
ditions. Data were secured under 127 steam locomotives at speeds ranging from 3 to
84 mph and under 99 diesel locomotives ranging in speeds from 4 to 85.4 mph. The
purpose of these tests was to determine the distribution of locomotive axle loads and
the variation in stresses on the closely spaced transverse and longitudinal beams. The
data were further analyzed for the impact effects in transverse floorbeams.
The stresses were measured by means of wire resistance strain gages with oscillograph
recordings. On transverse floorbeams, whose spans varied from 11 ft 3 in to 19 ft 3 in
for single track and from 30 ft 6 into 31 ft 8 in for double-track bridges, and whose
floor-beam spacing varied from 1 ft 4tk in to 2 ft 10>^ in, the maximum and simul-
taneous stresses were measured in 24 consecutive beams with the gages located on the
bottom flanges at the center line of track. On longitudinal beams, whose spacing varied
from 10^ in to 2 ft Oil in, and whose spans varied from 22 ft S in to 45 ft, the
maximum and simultaneous stresses were measured in 12 to 24 beams on the bottom
flanges at the center line of span.
A brief summary of the test data is as follows:
1. The recorded average maximum static stresses are compared with the calculated
static stresses in Cols. 7 and 8 of Table 3, which indicates that the recorded stresses are
lower than the calculated. The greatest differences were found for the New York Central
Railroad bridge (39 ft 0% in), and the Baltimore & Ohio Railroad bridge (74 ft T5^ in).
On these two bridges the calculated stresses were 2 to 2y^ times larger than the recorded
stresses for locomotive types 4-6-4 and 4-8-2 which were used on these two bridges.
This difference can be partially explained by a better transverse distribution of axle
loads through the deep ballast and concrete-lined floor plate for the NYC bridge and
the reinforced concrete slab on the B&O bridge, and interaction of the concrete liner or
slab with the steel beams.
4S
46 Impact and Bridge Stresses
2. The tests conducted on the NYC 70-ft span afforded an opportunity to study the
effects of diaphrapms in helpinp distribute the axle loads. The maximum stresses shown
by the open circles on Fig. 11 were recorded with the diaphragms connected. Those
shown by the solid circles were recorded after the rivets connecting the diaphragm to
the beams had been removed. It can be seen that the average maximum stress was
increased from 3.12 to 3.35 ksi after the diaphragms were disconnected.
3. A comparison of recorded and calculated simultaneous stresses in the floorbeams
of the Southern Railway bridpe under steam and diesel locomotives is shown on the
lower diagrams of Fig. 10. The vertical pressures from the axle loads on the beams are
shown in the center diagram. The calculated stresses were based on a method developed
by Dr. A. X. Talbot for the determination of rail stresses, and it can be seen that the
recorded and calculated stresses are in close agreement.
4. The distribution factor "K" as recommended by the .ARE.'X specifications is com-
pared with "Ki:", an experimental distribution factor found from these tests. Reference
to Table 3 shows that 'Ke" approaches "K" for the NYC 70-ft span (track 3), the
Chicago. Burlington & Quincy Railroad 100-ft span, and the NYC 93-ft S-in span.
In the NYC bridges the tracks are not ballasted, and the axle loads are directly trans-
ferred to the floorbeams. In the CB&Q bridge the depth of ballast is only S in, thus
bringing the axle loads close to the floorbeams. The results obtained on the Southern
S8-ft 4^-in span with its 11-in depth of ballast and average "Kk" of 0.88 also can be
pointed out in support of the fact that the depth of ballast affects the distribution factor.
A concrete lining on the floor plate or a concrete i^lab on top of the floorbeams affect
the distribution factor and also introduce composite action of steel and concrete.
5. As a locomotive passes over a span, the stresses in each of the 24 floorbeams
tested should be the same, but it can be seen from the diagrams of maximum stresses.
Figs. 5. 11, 14, 10, 25 and 20. that considerable variation in stress was found in the
various beams. The greatest variation occurred in floorbeam 1 where the maximum
recorded stress was 57 percent greater than the average recorded maximum stress of all
24 floorbeams (see Fig. 20, run 14) .
6. It can be seen from Figs. 5. 11, 10, 25, 20, .^.^ and 35 that the stress distribution
pattern in the floorbeams is similar at high speeds and at slow speeds.
7. The maximum stresses recorded in any of the transverse floorbeams under loco-
motives passing over the spans at high speeds were considerably lower than the calcu-
lated stresses using the .AREA design specifications for distribution and impact. For
example, the maximum stress on the Southern span was measured in floorbeam 10 (see
Fig. 7, run 13). This measured stress of 7 ksi was 73 percent of the calculated stress of
0.56 ksi based on the section modulus of the floorbeam only.
8. Total impacts expre.s.sed in percent of recorded static stresses were determined
for the transverse floorbeams in each of the six bridges tested, and the results as well
as the .AREA design impact allowances for diesel and steam locomotives are shown on
Fig. 42. The recorded impacts for the NYC 30-ft span exceeded the allowable values for
both diesel and steam locomotives. The concrete floor-plate lining and the 2-ft depth of
ballast on this bridge helped in the distribution of axle loads, thus reducing the recorded
static stresses to low values, which resulted in high impact percentages. It can be noted
that the lowest values of impact were recorded in (he floorbeams of the double-track
bridges, since the impact effect was distributed over a larger area, thus having a larger
damping effect.
0. The test results on the longitudinal beams of two bridges are shown in Figs. 43
to 52, incl., for the NYC bridge, and in Figs. 53 to 60, incl., for the Missouri-Kansas-
Tests of Transverse and Longitudinal Beams 47
Transverse floorbeams-.. /'SR4 wire g^es
Fig. 1 — General view of gages on transverse floorbeams.
Longitudinal floorbeam -7 x- SR4 wire gOLges
Fig. 2 — General view of gages on longitudinal beams.
48
I m pact and Bridge Stresses
Fig. 3 — General views of instrument truck near test bridge.
Tests of Transverse and Longitudinal Beams 49
Texas Railroad bridge. In both bridges (see Figs. 43 and S3) it was found that with one
track loaded the total load is distributed over all the beams supporting two tracks. The
distribution of track load to longitudinal beams diminishes with the highest stresses
induced in the beams under the loaded track, and a gradual reduction of stress to zero
in the beams under the unloaded track, as shown in the diagrams on Fig. 53. The
diagrams also illustrate that the simultaneous and maximum stress patterns are similar
at high and slow speeds.
10. The stresses in the longitudinal beams on the NYC span were measured before
and after the beams were encased in concrete. The results of this study are shown in
Fig. 43, where it can be seen that encasement was beneficial in helping to distribute the
axle loads more uniformly to all the beams. It also resulted in a reduction of the average
stress in the beams due to the interaction of the concrete and steel.
B. FOREWORD
One of the assignments of AREA Committee 30 — Impact and Bridge Stresses, is the
determination of distribution of live-load axle weights to bridge floors consisting of
cither transverse beams or longitudinal beams. The transverse-beam type of floor is
used in place of the stringer and floorbeam type where it is necessary to secure a mini-
mum distance from base of rail to clearance. To secure data for this assignment, the
AAR research staff arranged with several railroads to conduct tests on seven through-
girder spaas with the transverse-beam type of floor and on two spans having longi-
tudinal beams.
The tests were conducted under regular scheduled trains, since the maximum stresses
in the beams occurred under the locomotive drivers. Arrangements were made with the
operating department of the railroads to have several of the trains cross the test bridge
at about 5 mph, which is considered the same as static loading, and simultaneous read-
ings were then secured on either 24 consecutive transverse beams, as shown in Fig. 1,
or on the longitudinal beams, as shown in Fig. 2. Readings were also taken with the
trains operating over the bridge at normal speeds to determine if there was any differ-
ence in the distribution between slow and high-speed trains. Readings were taken under
both diesel and steam locomotives with the track in normal condition.
Since all the bridges were either over a highway or street, the AAR instrument truck
was used for all the tests. In addition to housing the instruments, the top of the truck
was used to mount the SR-4 gages, which eliminated the need for staging under the
bridge, as shown in Fig. 3.
In conducting the tests on one of the spans with the transverse floorbeams, readings
were taken with the bridge in normal condition, after which the diaphragms between
the floorbeams were disconnected by removing the rivets. Additional readings were then
taken. In one of the spans with the longitudinal beams, readings were taken before and
after the space between the beams was filled with concrete.
The tests analyzed in this report were carried out under the general direction of
G. M. Magee, director of engineering research. Association of American Railroads. The
conduct of the tests, analysis of data, and preparation of the report were in charge of
E. J. Ruble, research engineer structures, assisted by A. A. Sirel, assistant research engineer
structures. Tests in the field were conducted by L. E. Monson, assistant structural
engineer. The funds necessary for the tests were provided by the AAR.
50 Impact and Bridge Stresses
C. INSTRUMENTS
Two 12 -clement oscillonraphs, each supplemented by its own power supply and
amplifier units, were used in these tests. Strain measurements on the tested beams were
made by means of SR-4 wire resistance KaKes. Power for the tests was provided by a
Homelite pasoline-driven generator unit. .\ detailed description of the instruments and
the set-up of wire resistance Rages can be found in the AREA Proceedings, Vol. 52,
1051, page 152.
SR-4 strain gages having a gage length equal to 1 in were u.sed throughout all the
tests. Each gage was check-calibrated by means of a steel cantilever beam and weight
of known physical properties. Thus, the recorded measurements can be considered
accurate to within a small percentage.
The gage sensitivities, commonly known as stress factors, were expressed in psi per
in of trace deflection on the oscillograms and varied from 2500 to 10,000 psi on the 9
bridges tested. .\ sensitivity of 2500 psi with a 1-in trace deflection represents a strain
of 0.000083 in per in. in the steel, while a .sensitivity of 10,000 psi with a 1-in trace
deflection represents a strain of 0.000334 in per in, assuming a modulus of elasticity of
steel equal to 30.000000 p.si.
.\!1 the recording instruments were housed as a permanent set-up in a custom-built
truck owned by the AAR. This arrangement eliminates the use of a portable test house
as well as the resetting of instruments when moving to a new test site. It also eliminates
delays in the field testing when the recording equipment is shipped by express. The truck
also provides a convenient scaffold for application of gages on beams, as shown in Fig. 3.
D. LOCOMOTIVES
On the 9 spans tested data were obtained from 99 diesel and 132 steam locomo-
tives, a total of 231 locomotives. These locomotives, used by 8 railroads, include 12
different types and involve a great variety of loads. A general summary of the test
locomotives, grouped by type and railroad, is given in Tables 1 and 2.
In general the tests were conducted under regular trains at normal speeds. However,
speed restrictions were placed on a few of the trains to secure data under static conditions.
On the Southern and M-K-T bridges, test trains were used to secure data under a full
range of speeds in addition to data secured under the regular trains. For each span tested
the locomotive type and number are given in the figures showing the test results.
The main object of this study is the distribution of axle loads on beams which are
closely spaced ; therefore, the primary items for study are the axle loads and axle spacing
of the locomotives. These items and the grouping of locomotives by type and railroad
are shown in Tables 1 and 2. Classification of locomotives relative to their use in pas-
senger or freight traffic and also the counterbalance characteristics of the locomotives
are not given in this report. Some of the locomotives contributed only a few runs to the
tests, and although these test data are given in this report, the locomotive data are ndi
included in the tables.
In the distribution of axle loads to transverse floorbeams, greater loads are con-
tributed by the locomotive drivers. The main variations in axle loads and spacing of
drivers, referring to Tables 1 and 2, are given below for a few locomotive types.
Mountain Type, 4-8-2
From the second part of Table 1 it can be seen that for the 4 groups of locomotives
shown for this type, the driver axle loads vary from 614 to 68.5 kips, a variation of
Tests of Transverse and Longitudinal Beams 51
11.6 percent of the smaller load. On B&O locomotives S6S3-S661 the trailer axle load
was 68.9 kips, greater than any driver axle load. Driver spacing varied from 6 ft to
6 ft 5 in.
Mikado Type, 2-8-2
In the third part of Table 1 the driver axle weights range from 56.4 to 63.1 kips
for the 6 groups of locomotives of this type. Expressed as a percentage of the smaller
axle load this represents a variation of 11.9 percent. The axle spacing for the drivers
varied only 2 in.
Pacific Type, 4-6-2
The driver data for the 5 groups of Pacific type, 4-6-2 locomotives are shown at
the bottom of Table 2. Driver axle loads varied between 50.5 and 59.3 kips, with a
percentage variation of 17.4 relative to the smaller load. In this group a trailer axle
load of 58.0 kips approached the maximum driver load of 59.1 kips for M-K-T locomo-
tive No. 411. Spacing of the driver axles varied from 6 ft 3 in to 7 ft.
Diesel Locomotives — 3-Axle Trucks
The 8 groups of locomotives shown at the bottom of Table 1 are composed of
3-axle diesels whose trucks are 30 ft 6 in, 34 ft 2 in, and 43 ft center to center. Their
axle loads vary from 49.2 to 56.4 kips, a variation of 14.6 percent. The group has 2 axle
spacings, namely, 7 ft J4 in and 7 ft 9 in. The principal difference in the length and
axle spacing of the locomotives is due to the fact that they were manufactured by differ-
ent companies, each using its own standards. Thus, American Locomotive Company
uses 34 ft 2 in, the Electro-Motive Division of General Motors uses 43 ft and the
Baldwin Locomotive Works uses 30 ft 6 in center to center of trucks.
Diesel Locomotives — 2-Axle Trucks
In the 9 groups shown at the top of Table 2, the locomotive axle weights vary
from 56.7 to 62.3 kips, a variation of 9.9 percent. Axle spacing in the majority of these
locomotives was equal to 9 ft, with 9 ft 4 in shown for 2 groups only.
All data presented in Tables 1 and 2 were taken from locomotive diagrams fur-
nished by the railroads. In general, axle loads shown are calculated values. Whenever
it was necessary to use tender axle loads for calculations, the loads were adjusted for
the actual amounts of fuel and water being carried at the time of test.
E. TEST SPANS AND LOCATION OF GAGES
Southern Railway Bridge (AGS) No. 139.3 — Transverse Floorbeams
This structure, built in 1938, consists of a center and 2 outside through girders
having an overall length of 58 ft 4^ in. The structure carries 2 tracks across 5Sth St.
in Birmingham, Ala., and the floorbeams under the north track were selected for testing,
as shown in Fig. S. The girders carrying the north track are spaced at 17 ft 10j4 in
center to center of webs, and the transverse floorbeams, consisting of 18 WF 85 beams,
are spaced at 23')^ in centers. The floor system has a row of diaphragms under each rail
consisting of 15-in by ^-in plates connected to each beam by 2 angles, 3J/2 in by 3^ in
by }i in. The track ties supporting the rail rest on about 11 in of ballast. The ballast
is supported by a ts-in steel deck plate riveted to the top of the floorbeams.
The strain gages were located on the bottom of the lower flanges of 24 consecutive
floorbeams on the center line of steel, as shown by the top diagram of Fig. 5, with the
52 Impact and Bridge Stresses
center of the span between gages 10 and 11. In this manner the simultaneous and maxi-
mum stresses in a large number of floorbeams under locomotives operating over a com-
plete range of speeds could be determined for any position of the locomotive.
New York Central Railroad Bridges — Transverse Floorbeams
Bridge No. C-38, Track 1
This single-track, outside span was built in 1947 across 38th St. in Chicago as a
part of a widening program. It carries track 1 of the 5 main tracks. The through girders
are 70 ft overall length, spanning the street and 2 sidewalks, and are spaced IS ft 7-}4 in
center to center of webs. The outside girder was salvaged from another bridge. As shown
in Fig. 11, the transverse floorbeams are IS I 81.3 beams spaced at about 2S)4 in center
to center. A single line of diaphragms consisting of 10-in channels at 20 lb are connected
to the beams with 3i/2-in by 3|4-in by -K-in angles.
The floor is made up of 3^-in steel plate resting directly on the floorbeams and
suitably braced between beam flanges with narrow plates riveted to the floor plate.
This type of floor plate is known as "floating floor plate." The floor plate is water-
proofed and lined with concrete. The ties, spaced at about 17 in, are embedded in
concrete.
The strain gages were located on the bottom of the lower flange of 24 consecutive
floorbeams at the center line of steel, as shown by the top diagram of Fig. 11, with the
center line of span between gages 12 and 13.
Bridge No. C-38, Track 3
This single-track, inside span carries track 3 of the S main tracks across 38th St.
in Chicago. The span was originally built in 1895, but the floor system was rebuilt in
1921. The through girders are 70 ft overall length and are spaced at 13 ft 6 in center
to center of webs, with both girders common to two tracks. The transverse floorbeams
(see Fig. 14) are 12-in Bethlehem girder beams at 70 lb, spaced at about 25^4 in center
to center. The floor system does not have any diaphragms between beams.
The floor consists of "floating" ^-in steel plate resting directly on the floorbeams.
The 8-in by 8J/2-in ties are supported by 8-in by 9-in timber stringers at 6-ft centers.
These stringers in turn are laid on 12-in by 5^-in plates riveted to the floor plate. The
whole top assembly is embedded in sand to the top of ties for fire protection.
The strain gages were located on the bottom of the lower flanges of 24 consecutive
floorbeams on the center line of steel, as shown by the top diagram of Fig. 14.
Bridge No. Uy^, North Track
This structure, built in 1924, consists of a center span of 39-ft ^-in girders and
two 17-ft 1-in end spans. The structure carries 3 tracks across Grand Blvd., in Gary, Ind.
and the floorbeams under the north track were selected for testing. The girders (see
Fig. 19) are spaced 11 ft 3 in center to center of webs, and the transverse floorbeams,
consisting of IS I SO beams, are spaced at about 16-in centers. The girders were skewed
88 deg 1 min with the center line of street, but the floorbeams were constructed square
to the girders. The floor system does not have any diaphragms between beams. The
floor is of the ballasted type, that is, the track ties supporting the rail rest on about
24 in of ballast. The ballast is supported by a 6-in concrete liner which rests on a
A-in steel plate on top of the floorbeams.
The strain gages were located on the bottom of the lower flanges of 24 consecutive
floorbeams at the center line of steel, as shown by the top diagram of Fig. 19, with
gage 12 on the center floorbeam of the span.
Tests of Transverse and Longitudinal Beams S3
Bridge No. 259E, North Track
This structure, built in 1926, consists of two 93-ft 5-in skewed through girders with
transverse fioorbeams, as shown on Fig. 25. The structure carries 2 main-line curved
tracks between Cincinnati and Sandusky across a highway, 2 Pennsylvania Railroad
tracks and an Erie Railroad track and is located near Urbana, Ohio. The girders are
spaced 30 ft 6 in center to center of webs, and the transverse fioorbeams, consisting
of 28-in girder beams at 17S lb, are spaced at 22^-in centers.
The floor system has 2 stringers per track consisting of 18-in Bethlehem beams at
64.5 lb spaced 5 ft 103^ in on centers, with 2 connection angles, 6 in by 6 in by ^ in,
riveted to the fioorbeams. Due to the closeness of the fioorbeams only one tie was placed
between beams. Superelevation for a 1-deg 51-min curve was provided by placing
stringers at each rail at different elevations corresponding to high and low rail.
The strain gages were located on the lower fiange of 24 consecutive fioorbeams
under the high rail of the westbound track, as shown in Fig. 25.
Baltimore & Ohio Railroad Bridge No. 58^/2 — Transverse Fioorbeams
This structure, built in 1936, consists of a 37-deg 5-min skewed center span having
2 girders 74 ft 7^4 in center to center of bearings and 2 end spans with girders 16 ft
6 in center to center of bearings (see Fig. 29). The structure carries 2 main-line tangent
tracks between Pittsburgh and Chicago across a 4-lane highway and sidewalks in Kent,
Ohio. The girders are spaced at 31 ft 8 in center to center of webs, and the transverse
fioorbeams, consisting of 30 WF 172 beams, are spaced at 32^/^ in centers.
The fioor system does not have any diaphragms between beams. The track ties rest
on about 163^ in of ballast which is supported by a waterproofed reinforced concrete
slab resting on top of the transverse fioorbeams. The concrete slab is constructed with a
3 -ply waterproofing membrane, a 3 -in thick concrete wearing surface, and a reinforced
concrete slab varying in thickness from 6 to 8% in.
The strain gages were located on the bottom of the lower flanges of 24 consecutive
floorbeams under the south rail of the westbound track, as shown on Fig. 29.
Chicago & North Western Railway Bridge No. 1291,
Track A — Transverse Fioorbeams
This bridge is a 7-track structure spanning the intersection of Lemoyne, Noble and
Julian Sts. in Chicago. It is classified as an "old-style subway having been built in 1898
with the fioorbeam connections reinforced in 1937." Each track is carried between 2
through girders with the inside girders common to the two adjacent tracks. The girders
are spaced at 13 ft center to center of webs and vary in length up to 57 ft. The columns
supporting the girders are made up of a web plate and 4 Z-bars.
The test track, eastbound track 4, with the essential details of the floor system,
is shown on Fig. 33. Fioorbeams spaced at 4-ft 9-in centers were built up from chan-
nels, web plates and cover plates. Trough-type stringers spaced at 4-ft 11 -in centers
were made up of angles, Z-bars and cover plates (see details. Fig. 33). The rails were
laid on 6-in by 16-in oak timbers placed in the stringer troughs. Steel floor plate, dis-
continuous at the troughs, covered the area between girders. The built-up type of floor-
beam and stringer, as shown on Fig. 33, was probably used because of the limited clear-
ances at the bridge and also because of a lack of heavy rolled sections at the time of
construction.
The strain gages were located on 24 consecutive floorbeams at the center line of
track, as shown on Fig. 33.
54 Impact and Bridge Stresses
Missouri-Kansas-Texas Railroad, Bridge
No. D-789.9 — Transverse Floorbeams
This structure, built in 1938, consists of two 97-ft 2Js-in and two 24 ft 4fi-in
through girders, arranged as shown by the plan on Fig. .i5. The structure carries a single
4-deg curved track across U. S. Highway 77 near Sterrett, Tex. The floorbeams at the
north end of the bridge were selected for testing. The girders are spaced 19 ft 3 in center
to center of webs, and the transverse floorbeams, consisting of 24 \VF 74 beams, are
spaced at about 193^-in centers.
The floor system has two rows of diaphragms consisting of 21 -in by H-in plates
connected to each beam by 2 angles, 5 in by 3J/2 in by y^ in. The girders are braced
against lateral forces by 12 WF 53 beams in a plane under the transverse floorbeams.
The track ties rest on about 15 in of ballast under the low rail. The ballast rests on a
waterproofed J^-in steel plate welded to the top flanges of the floorbeams.
The strain gages were located on the lower flanges of 24 consecutive floorbeams at
the center line of steel, as shown on Fig. 35, with gage 24 located on the last floorbeam
at the north end of the span. After completing these tests, gages 1, 2, 3, 22, 23 and 24
were removed from the floorbeams and placed on the lateral bracing as shown on
Fig. 39.
New York Central Railroad Bridge No. 11^ — Longitudinal Beams
This structure, built in 1907, consists of 4 longitudinal beam spans, with the beams
in the end spans having an overall length of 22 ft 5 in and those in the interior spans
having an overall length of 20 ft. The structure carries 2 main-line tangent tracks over
Virginia St. in Gary, Ind. The spans consist of ten 20 I 65 beams, twelve 18 I 55 beams
and one outside spandrel girder per track, as shown on Fig. 43. The track ties rest on
about 13 in of ballast which is supported by a 10-in waterproofed reinforced concrete
slab resting on top of the beams.
The beams in each span have 4 transverse rows of diaphragms, 2 rows near the
ends of the span and 2 near the third points, consisting of 10 I 25 beams with the
flanges riveted to the webs of the longitudinal beams. A series of tests were conducted
with the bridge as described above, after which the space between the beams was com-
pletely filled with concrete. Additional tests were then conducted on the beams after
a period of about three weeks.
The strain gages were located on the lower flanges of the north spandrel girder
and on 23 beams at the center of the east span, as shown on Fig. 43.
Missouri-Kansas-Texas Railroad Bridge No. D-773 — Longitudinal Beams
This structure, built in 1940, consists of four S4-deg skewed longitudinal beam spans
with 13 beams per span. The 2 end spans are 44 ft center to center of bearings and the
2' center spans are 47 ft 7 in center to center of bearings (see Fig. 53). The structure
carries one main-line tangent track and one passing track over State Highway 246, near
Dallas, Tex.
The thirteen 36 WF 230 longitudinal beams in each span are spaced at 24-in and
24i8-in centers. The beams have transverse rows of diaphragms spaced at 5 ft 2^4 in
and consisting of 2-ft 7-in lengths of 24 WF 87 beams, with the flanges riveted to the
webs of the longitudinal beams. The track ties rest on about 11 in of ballast, which is
supported by a K-in steel plate welded to the tops of the beams.
The strain gages were located on the lower flanges of the 13 beams of the south
span. Gages were located on 2 lines, 1 perpendicular to the center line of track and the
Tests of T r ans verse and Longitudinal Beams 55
outer at an angle of 54 deg with the center line of track, as shown in the partial plan
on Fig. 53.
F. FIELD RECORDS
Description
The test records, or oscillograms, were photographed on sensitized paper 10 in wide
and 200 ft long. Two oscillographs, marked A and B, were used for each test so that
the stresses at 24 different locations were recorded simultaneously. Each oscillogram
was marked with the name of the railroad, bridge number and date. The oscillograph
letter and run number, which are photographed on the oscillogram after each run,
refer to the log of test runs which shows the engine number, direction, approximate
speed, type of train, and all other necessary information regarding the test runs. The
inclusion of all the test records, consisting of 452 oscillograms from 127 tests under the
steam locomotives and 99 tests under the diesel locomotives, with a total of about 11,000
individual traces, would make this report too voluminous. Thus, only typical oscillograms
for a slow and high-speed run, as recorded by the "B" oscillograph, are reproduced in
this report (see Fig. 4) for a steam locomotive passing over a Southern Railway bridge.
The remaining oscillograms are on file at the AAR Research Center, Chicago.
Each oscillogram on Fig. 4 consists of three parts: the left portion, which was
taken before the train was on the span, the middle portion, which shows the traces pro-
duced by the locomotive and tender crossing the span, and the right portion, taken after
the train was completely off the span. On the top and bottom of the oscillograms there
are vertical time lines calibrated in 0.01, 0.10 and whole seconds, as shown by dimensions
on Fig. 4. The heavy horizontal lines at the top and bottom were broken when the
train wheels contacted the wheel markers, which were described in the AREA Proceed-
ings, Vol. 46, 1945, page 205. The two wheel markers were located, as shown in "Sec-
tion at Center Line of Track," on the north rail, one at 2 ft 4 in east and the other at
85 ft 8 in west of center line of span. Thus, the total distance between wheel markers
was 88 ft, or 1/60 of a mile. This distance was also used in clocking trains to determine
the approximate speed during test runs. The "A" and "B" oscillographs were tied together
electrically through the use of time lines and wheel markers so that any instant of time
or any position of the train on the span can be accurately located on both oscillograms.
From a study of the oscillograms shown on Fig. 4 it can be seen that there is a difference
in the traces at 8.0 and 43.6 mph. The traces at 8.0 mph are smooth and reveal 4 distinct
wave patterns induced by the group of driver loads, the trailer axle loads and the 2
groups of tender axle loads. At 43.6 mph the traces show large vibrational effects due
to the loads passing over the fioorbeams; however, the same 4-wave pattern is still
evident.
Reading of Oscillograms
The oscillograms were oriented for reading by placing them with the run number
at the right, as shown on Fig. 4. On runs B13 and B16 (see Fig. 4) the first trace at the
top was made by the gage on floorbeam 13, while the last trace was made by the gage
on floorbeam 24. Matching oscillograms A13 and A16, not shown in this report, have
a similar layout for the gages on fioorbeams 1 through 12. Traces 1 to 12 represent floor-
beams 1 to 12 on "A" oscillograms and fioorbeams 13 to 24 on "B" oscillograms. In
these tests the polarity of the gages was such that an upward deflection of the trace
on the record indicated tension in the steel.
56 Impact and Bridge Stresses
Base lines, or lines of zero load, were established by joininK the short trace lines
at either end of the oscillogram. Since the traces vary in width, base lines are drawn
from one side of the trace, usually the side towards which the trace deflects.
In the tests on transverse floorbeams two readings were taken from each trace on
each oscillogram ; one at the point of maximum deflection of each trace as the train
passed over the span, and the other simultaneous for ail 24 traces when the trace
deflection at the center beam, usually floorbcam 13, was maximum. The trace deflec-
tions, measured to 0.01 in, were multiplied by 5.00 ksi, the stress factor for this par-
ticular bridge test, thus obtaining the unit stress at each gag9 location. An illustration
of the above procedure of reading oscillograms is given on Fig. 4 where maximum stress
readings are shown for floorbeams 13 and 19. Also shown are the lines used for reading
simultaneous stresses in the 24 beams. A complete tabulation of stresses is shown on
Figs. 6 and 7.
It should be noted that in the analysis of bridge test data from oscillograms,
ordinarily three groups of stresses are obtained: namely, maximum stresses, semi-
amplitudes and mean stresses. Stresses for slow-speed runs (less than 10 mph) are con-
sidered as static stresses. In these tests semi-amplitudes were not determined and all
the recorded stresses are either maximum or simultaneous readings. The correction for
semi-amplitude in static stresses was small. For example, in run Bl6 on Fig. 4, the
semi-amplitude stress for floorbeams 13 and 19 is equal to 0.10 ksi, which is only 1.8
and 2.5 percent, respectively, of the maximum stresses recorded in these beams.
The use of wheel markers, which produce breaks in horizontal lines at the top and
bottom of the oscillograms, makes it possible to determine accurately the speed of a loco-
motive and also the position of a locomotive on the span for any instant of time on the
oscillogram. The wheel markers were connected in the electrical circuit so that the east
marker produced breaks at the top of the oscillogram while the west marker produced
breaks at the bottom. The train speed is calculated by counting the time in seconds
which is required to traverse the distance of 88 ft between the east and west wheel
markers. For example, in run B16 on Fig. 4 this time lapse was 7.53 sec, which equals
11.7 ft per sec, or 8.0 mph. Also illustrated on Fig. 4 is the determination of the locomo-
tive position on the span which corresponds with the maximiim stress in floorbeam 13
and the line of simultaneous stresses. It can be seen from run B16 that the maximum
stress in floorbeam 13 and the simultaneous stresses in the other 23 beams occurred 0.75
sec after the first driver "tripped" the east wheel marker. This places the first driver
8.8 ft west of the east marker or 6.5 ft west of the center line of span. Similar examples
of determination of speed and locomotive position are shown for run B13 on Fig. 4.
G. TEST RESULTS ON TRANSVERSE FLOORBEAMS
Presentation of Data
The test results on transverse floor beams arc shown on Figs. 5 to 42, incl., which
are grouped in consecutive order by bridges. The first drawing of each group, such as
Figs. 5, 11, 14, etc., includes general details of the span and test members, location of
gages, and two typical diagrams of the recorded maximum and simultaneous stresses for
two runs made by the same locomotive, one for a slow speed and one for a higher speed
run. Maximum stress as reported herein is the greatest stress recorded at a floorbeam
under passage of a locomotive. Simultaneous stress as reported herein was the stress
w^hich existed in each of 24 floorbeams when the stress in one of the middle beams,
usually No. 13, was maximum.
Test s of Transverse and Longitudinal Beams 57
The other drawings in a group, such as Figs. 6, 7, 8 and 9 for the Southern bridge,
contain tabulated values of "Recorded Stresses in Transverse Floorbeams." These figures
contain two parts: a "Section on Center Line Between Girders" showing the size and
spacing of floorbeams tested, and below this, the test results which are arranged in
tabular form with self-explanatory headings. The test results are grouped by locomotive
type and order of speed. The locomotive position on the span for simultaneous stresses
is shown for each run relative to the center line of span. Distances shown are to the
first driver for steam locomotives and the first axle for diesel locomotives. The data for
each test run include the maximum stress, simultaneous stress and the ratio of the
recorded maximum stress to the average recorded maximum stress. The terms "Static"
and "Dynamic" are defined in the notes found at the bottom of each tabulation.
Static Stresses and Distribution Factors
A summary of the recorded and calculated static stresses in transverse floorbeams,
as plotted and tabulated on Figs. S to 42, incl., is shown in Table 3. Stresses recorded
under slowly moving trains (less than 10 mph) are usually considered as static stresses.
The range of speeds for the static runs is shown in Col. 6 of Table 3. It should be noted
that a 17.7 and 18.8 mph run have been included with the NYC 70-ft girder span track 3
data because of a lack of slower-speed runs on that span; however, the recorded stresses
at these speeds were low. The C&NW tests shown on Figs. 33 and 34 are not included
on Table 3, because there were no runs at speeds less than 28 mph. The static
stresses are shown for six single track and two double-track bridges (see Col. 1). Cols 2
and 3 give the railroad, span and description of the floor system, while Col. 4 is a
reference to the figure numbers where details and test results are shown. Essential data
concerning the locomotive types shown in Col. 5 can be found in Tables 1 and 2. Col. 7
lists the average recorded maximum stress for all 24 transverse floorbeams tested, while
the calculated stresses shown in Col. 8 are based upon the current AREA design specifica-
tions relative to axle load distribution on transverse floorbeams. The experimental dis-
tribution factor "Ke", shown in Col. 9, was obtained by correcting the specified dis-
tribution factor "K" by the ratio of the recorded to the calculated stress. Col. 10 illus-
trates the maximum percentage variation of either the largest or smallest stress in 24
floorbeams from the average recorded maximum static stress.
The effect of diaphragms on stresses in transverse floorbeams can be seen from a
study of the test results for the NYC 70-ft girder span track 1 (refer to Col. 7 of
Table 3). Under the same 3-axle diesel the recorded static stress varied from an average
of 3.11 ksi for 5 runs with diaphragms connected, to an average of 3.34 ksi for 7 runs
with diaphragms disconnected. The difference of 6.8 percent in the average stress indi-
cates some advantage in using diaphragms. This point can also be noted in the recorded
static stresses on the Southern and CB&Q spans for locomotive type 2-8-2. Although
there is a difference in floorbeam weights and spacing and depth of ballast, one of the
main reasons why the average recorded static stress on the Southern span was only
4.53 ksi compared to 7.07 ksi on the CB&Q span was probably due to the double line
of diaphragms on the former span. A study of Cols. 9, 10 and 11 indicates that the use
of diaphragms has no particular effect on the "Kb" and the maximum variation of
stresses.
A comparison of the recorded stresses for tracks 1 and 3 of the NYC 70-ft span
indicates an average static stress of 3.24 ksi for 12 runs under a 3-axle diesel on track 1,
and a static stress of 4.62 ksi for 1 run of the same locomotive on track 3. The difference
may be due to the use of shallower beams on track 3 as well as a difference in floor
58 Impact and Bridge Stresses
construction: ^-in concrete-lined steel plate was used at track 1, while ^s-'m steel plate
was used at track 3. However, since only 1 run at a speed of 17.7 mph was secured under
a .^-axle dicsel on track 3, it is not feasible to further analyze the difference in static
stresses.
A study of Col. 7 for the 4 remaining single-track bridges illustrates that the recorded
static stresses in the NYC 39-ft l/4-\n span were from 1.70 to 2.56 ksi less than the
calculated static stress, while the recorded values for the CB&Q span varied from 0.60
ksi less to 0.17 ksi more than the calculated values. The large difference in the ratio of
recorded to calculated static stress in these two bridges is undoubtedly due to the differ-
ence in their floor construction. The NYC span has a {'a-in concrete-lined steel floor
plate with 2 ft of ballast, while the CB&Q span has a jHi-in wrought iron floor plate with
only 5 in of ballast and no concrete liner.
The results of tests on the B&O and NYC double-track bridges are shown at the
bottom of Table 3. It is evident that the 6-in reinforced concrete slab and heavy ballast
on the B&O span accounts for the large difference between the recorded and calculated
stresses shown in Cols. 7 and 8. The average recorded stress in the B&O span was only
49 percent of the calculated stress, while that in the NYC span was 93 percent of the
calculated stress. The low recorded stresses in the B&O span were evidently due to the
composite action of the 6-in concrete slab and the floorbeams which were not considered
in the calculated stresses. The average experimental distribution factor "Kb" is equal to
0.62 for the B&O span and 1.14 for the NYC span, as compared with the AREA design
specification value of 1.25 for double-track bridges.
A review of the values tabulated in Col. 10 of Tabic 3 indicates that the maximum
stresses in some floorbeams varied from as much as 59 percent less to 57 percent greater
than the average ma.\imum stress in the 24 floorbeams tested. This large variation
between the stresses recorded in individual floorbeams is probably due to unequal bear-
ing. E.\perience from previous testing has indicated that only one out of every six to
eight ties can be expected to have full bearing.
Comparison of Recorded and Calculated Static Stresses
Stresses in closely spaced floorbeams can be calculated by application of a method
which was developed by Dr. A. N. Talbot for the determination of rail stresses. In this
method the rails are considered as continuous beams which are supported on elastic track
ties. The elastic supports, or ties, exert vertical forces upward on the rails, causing bend-
ing moments. The following physical properties are required in order to calculate the
rail stresses: The modulus of elasticity of rail steel, E; the moment of inertia of the
rail, I ; and the track modulus, U, expressed in pounds per inch of rail length per inch
of depression. A description of the method of computation and the derived formula can
be found in the AREA Proceedings, Vol. 19, 1918, page 878. Coefficients which facilitate
the calculations were published later as "Cofficients of Bending Moments in Rail" in the
.•\AR Counterbalance Test Bulletin, March 1944, page 45.
By extending the method referred to in the preceding paragraph to the calculation
of stres.ses in transverse floorbeams, it can be seen that the track ties are exerting vertical
downward pressures on to the floor plate which, in turn, transmits the pressure to the
floorbeams. Pressure transmitted to a floor plate will be in pounds per foot of track
and can be determined at any point which may be affected by a locomotive axle load.
This method was employed to calculate the static stresses under steam and diesel loco-
motives on the Southern Railway bridge. The results arc shown on Fig. 10. In the cal-
culations, the track modulus, U, was assumed equal to 1500 pounds per inch of rail
length per inch of depression.
Tests of Transverse and Longitudinal Beams 59
The axle loads and positions shown on Fig. 10 produced maximum stress in floor-
beam 13, which was selected as a reference beam. The locomotive positions and the
complete simultaneous stresses in the 24 floorbeams which were used in Fig. 10 are
shown in Fig. 6, run 15, and Fig. 7, run 19, for the steam and diesel locomotives,
respectively.
The middle diagrams on Fig. 10 shows the vertical pressures which are transmitted
from the ties to the floor plate. The 24 consecutive floorbeams were plotted as the
abscissa of these diagrams. The pressures, in kips per foot of track, were calculated at
each beam and plotted as the ordinate. Pressures plotted above zero were downward or
positive, and pressure plotted below zero were upward or negative. The pressures at the
24 floorbeams due to each individual axle load were plotted as small open circles and
connected by light dashed lines. The pressure curves for axles 1 to 8, incl., of the steam
locomotives are shown in the left diagram, while the curves for the diesel locomotive
axles 1 to 7, incl., are shown on the right diagram.
It can be seen that each axle load as calculated spreads over all 24 beams, producing
maximum pressure at the nearest beam and diminishing pressures at the beams to either
side of the axle, with an uplift on the outer beams in the group. For example, axle 4
of the steam locomotive (see left diagram. Fig. 10) exerted a maximum positive pressure
of 7.77 kips per ft at floorbeams 13 and small negative pressures at floorbeams 5 to S
and 18 to 23, incl. It appears that the spread of an individual steam or diesel axle load
in the positive pressure range was confined to 9 beams for this particular span. The
vertical pressures on each floorbeam were summed up and the total pressures were
plotted with solid circles and heavy lines. For example, referring to the left diagram,
the total vertical pressure at floorbeam 13 due to loads from axles 1 to 6, incl., was
11.35 kips per ft. Similarly, the total vertical pressure at floorbeam 13 due to the diesel
locomotive axle loads 3 to 6, incl., was 8.16 kips per ft (see right diagram).
It is interesting to compare the above calculated total pressures per foot of track
with the live load per foot of track obtained by dividing the individual axle loads by
the axle spacing. For example, the steam locomotive axle load of 60.2 kips from axle 4
divided by the axle spacing, S ft 7 in, equals 10.8 kips per ft as compared with 11.35 kips
per ft calculated total pressure. Similarly, the diesel locomotive axle load of 62.0 kips
divided by 8 ft 10 in equals 7.02 kips per ft as compared with 8.16 kips per ft of track
calculated total pressure. Expressing the difference in percent of the calculated total
pressure, the axle loads per foot of track are 4.8 and 14.0 percent below the calculated
pressures for the steam and diesel locomotives, respectively.
In the lower diagrams of Fig. 10, the recorded simultaneous stresses in the 24 floor-
beams are compared with the calculated total pressures for each beam. The recorded
values are shown by open symbols connected by dashed hnes. The load on each beam was
obtained by multiplying the corresponding calculated total pressure in kips per foot of
track, given in the middle diagrams, by the beam spacing, 1 ft 11?4 iri- This load was
considered uniformly distributed over a length of 10 ft, or about equal to the length
of the tie plus depth of ballast. Using the loads and distribution given above, the stresses
were calculated for each of the 24 beams and plotted on the lower diagrams of Fig. 10.
A comparison of the recorded and calculated stresses on these diagrams reveals close
agreement, with the calculated stresses a httle higher than the recorded stresses in most
cases. The maximum calculated stress for the steam locomotive is equal to the recorded
maximum (see floorbeam 13), while the calculated maximum for the diesel locomotive
is only 8 per cent less than the recorded maximum of 4.35 ksi.
60 Impact and Bridge Stresses
(
Stresses at High Speeds
Referring to the first figure in each bridge group, such as Fig. 5 for the Southern
Railway bridge, the maximum stresses in ksi were plotted as the ordinate against the 24
floorbeams as the abscissa on the diagrams entitled "Maximum Stresses." In general,
the maximum stress diagrams show the stress variation in the 24 floorbeams for a slow
speed or static run, and a high-speed run for the same type of locomotive. In Fig. 5, for
example, the maximum stress curves reveal a similar pattern for a static run at 3.0 mph
and a high-speed run at 43.6 mph for a 2-8-2 type locomotive operating over the span.
The maximum stress curve patterns were similar for slow and high-speed runs in most
of the spans tested, with the high-speed stresses greater than the low-speed stresses, as
would be expected. The .^RE.A design static and dynamic stresses are also included on
all maximum stress diagrams. The maximum calculated stresses in these transverse beam
tests are higher than the average maximum recorded stresses. Even the greatest recorded
maximum stresses, such as 0.20 ksi for a steam locomotive operating over a C&NW span
(see run 129, Fig. 34), and 6.80 ksi for a diesel locomotive operating over a NYC span
(see run 13, Fig. IS) are 31.9 and 7.1 percent lower than the corresponding calculated •
stresses of 13.52 and 7.32 ksi.
At this point it is well to mention that the calculated stress' of 13.52 ksi obtained
on the C&NW bridge (Figs. 33 and 34) was computed in accordance with the AREA
design specification for distribution of axle loads on transverse beams without stringers,
and that the effect of the trough-type stringers was neglected. If a full axle load were
used on each floorbeam, and the 4-ft 9-in beam spacing would justify doing this, then
the calculated stress in the floorbeams would be 17.1 ksi. It can be seen that both methods
of calculating the stress result in a value which is considerably greater than the maxi-
mum recorded stress of 9.20 ksi in floorbeam 19 for run 129 on Fig. 34. It is evident
from the foregoing considerations and from the study" shown on Fig. 10 and discussed
previously that the proper procedure to follow in calculating the stresses in the floor-
beams of this structure should involve the continuity effect of the rails. It can be seen
from these tests that considerable error is introduced when calculating the stresses
in floorbeams with large spacing if the stresses are calculated from pressures determined
by dividing the axle loads by the axle spacing.
The lower diagrams on the first figure in each bridge group, such as Fig. 5 for the
Southern Railway bridge, show a graphical comparison of the simultaneous stresses
measured in each of 24 floorbeams when the stress was maximum in floorbeam 13. The
same slow and high-speed runs were used to illustrate the simultaneous stresses as were
used in the diagrams for maximum stresses. Generally, the two curves indicate the same
pattern of stress distribution at high speed as at low speed.
It has been pointed out previously that floorbeam 13 was selected as a reference
beam from which the simultaneous stresses were read in the group of 24 beams. This does
not necessarily mean that the stress in beam 13 was the maximum recorded stress for
the group of 24 floorbeams. The maximum stress may occur in any one of the 24 beams
and depends on many factors, such as the bearing, type of floor system, etc.
Total Impacts
In the four single and two double-track bridges where the stresses were recorded
under a full range of speeds, the total recorded impacts were determined and plotted as
shown on Fig. 42. Each of the six bridges is represented by a different symbol, with
the impacts from diesel locomotives shown in the left diagram and those from steam
locomotives shown in the right diagram. The total impacts represent the difference
Tests of Transverse and Longitudinal Beams 61
between the average maximum static stress and the average maximum stress at speeds
higher than 10 mph. The difference is expressed as a percentage of the average static
stress. For example, referring to runs 12 and 16 of Fig. 22, the recorded average stress
(static) for run 12 was 1.75 ksi, while the recorded average stress for run 16 was 2.90
ksi. The difference, 1.15 ksi, is the total impact at a speed of 81.7 mph, and expressed
as a percentage of the static stress (1.75 ksi) is equal to 65.6.
Fig. 42 on total impacts also includes the AREA design impact values which were
computed from the specifications for single and double-track structures. The gages for
single-track spans were located near or at the center line of track; therefore, by virtue
of this location, the roll eft'ect for single-track spans is negligible. For double-track spans
the roll effect amounted to 5.4 percent. This difference due to roll effect accounts for
the higher design impact values shown on Fig. 42 for double-track spans.
From Fig. 42 it can be noted that the total impacts recorded for the NYC 39-ft
^-in span exceeded the AREA design values in many cases for both diesel and steam
locomotives. The lowest recorded total impacts were obtained from the B&O and NYC
double-track spans.
Variation of Maximum Stresses in Individual Beams
Referring to the figures entitled "Recorded Stresses in Transverse Floorbeams", the
variation of the recorded maximum stress for each floorbeam from the average recorded
maximum stress for the 24 beams is tabulated under the column heading "Ratio." The
ratio shown indicates whether the individual maximum stress is greater or less than the
average stress by virtue of being greater or less than unity. The maximum stress varia-
tion in individual floorbeams occurred in the NYC 39-ft 54 -in span. A maximum varia-
tion of 59 percent less than the average recorded maximum stress took place in floor-
beam 12 under run 16 for a locomotive type 4-8-4 (see Fig. 22). The maximum
variation greater than the average stress occurred in floorbeam 1, run 14, for a 3-axle
diesel and amounted to 57 percent, as shown in Fig. 20. It appears that these variations
in stress are not affected by locomotive speed.
Stresses Under Tender Axle Loads
Stresses were recorded in 24 consecutive floorbeams on 2 NYC spans under the
passage of tender axle loads, as shown in Figs. 22 to 24, incl., for the 39-ft %-in span,
and Figs. 26 to 28, incl., for the 93-ft 5-in span. Three runs were recorded on each
span, and a maximum stress of 4.50 ksi occurred in floorbeam 19 of the 93-ft span
(see run 12, Fig. 26). The tender causing maximum stress had 6 axles and a total weight
of 237 kips. The average maximum stress for the tender was 3.04 ksi as compared to
3.34 ksi recorded under the engine loads. For this particular run (run 12, Fig. 26)
the average stress under the tender was 9 percent less than the average stress under the
engine. For the other 2 runs on the 93-ft span, the average tender stress was 5.5 and
6.6 percent lov/er than the average maximum stress under the engine. On the 39-ft span
the average maximum tender stress varied from 0.4 to 24.6 percent less than the average
maximum stress under the engines. The maximum variation from the average stress
was 58 percent, as shown for floorbeam 16, run 2, Fig. 22.
Stresses Under Freight and Passenger Cars
Recorded stresses in transverse floorbeams were obtained under freight cars for one
run on the Southern Railway span and 2 runs on the NYC 93-ft span. The results are
tabulated in Figs. 8, 27, and 28. The average maximum recorded stresses under the
62 Impact and Bridge Stresses
freight cars were about one-third of the average maximum stresses for the locomotives
of the same train.
The test results obtained under passage of a passenger car with 3-axle trucks are
shown for run 2o in Fig. 21. The average maximum recorded stress of 1.25 ksi for this
particular passenger car was 31 percent less than the corresponding average of 1.81 ksi
for the diesel locomotive in the same train.
Stresses in Bottom Laterals
On the M-K-T 97-ft span (see details on Figs. 35 and 39) the stresses were measured
in the two end laterals by strain gages located on the diaphragm lines and the center
line of steel. The test results on these laterals are shown in the tables at the bottom
of Figs. 40 and 41. The simultaneous stresses in the laterals were read at the instant
the maximum stress occurred in floorbeam 13. The maximum stresses were the greatest
stress recorded at a particular gage location for each run. The average stress shown in
the tables at the bottom of Figs. 40 and 41 is the algebraic average of the maximum
stresses recorded in two laterals which consisted of six sections. It is interesting to study
the simultaneous stresses in the laterals which are shown graphically in the top left
diagram of Fig. 39. Also shown in this diagram are the maximum stresses and the posi-
tion of the locomotive for maximum and simultaneous stresses at Sections A-A to F-F
and flioorbeams 4 to 21, incl. The variation of the simultaneous stresses at the three gage
locations on each lateral indicate that the stresses are dependent on the deflection of the
floorbeams. This can be noted from the simultaneous stresses plotted for Sections A-A,
B-B and C-C where axle 1 is located above floorbeam 5 and near Section C-C. The
simultaneous stress was greatest at Section C-C and became progressively smaller as the
distance along the lateral from axle 1 increased. Data shown for Sections D-D, E-E
and F-F also demonstrate the effect of floorbeam deflection on stresses in the laterals,
namely, that the stresses at these sections are almost equal, coincident with the locomo-
tive position shown at the top of the diagram. As the locomotive passed over the span
there was a reversal of stress, causing many maximum compressive stresses which are
shown with a minus sign in the tabulations. Five out of the six maximum stresses
recorded for run 34, shown on Fig. 40, were compressive. It should be kept in mind
that these maximum stresses on the individual sections were recorded at different posi-
tions of the locomotive. The highest tensile stress recorded was 3.40 ksi at Section E-E
under a steam locomotive at 38.1 mph (see run 21, Fig. 41), while the highest com-
pressive stress was 1.50 ksi at Section C-C for a 3-axle diesel at 47.6 mph (see run 34,
Fig. 40).
H. TEST RESULTS ON LONGITUDINAL BEAMS
Presentation of Data
The test results on the longitudinal beams for the NYC and M-K-T double-track
bridges are shown on Figs. 43 to 52, incl., and Figs. 53 to 60, incl. The first figure for
each group, Figs. 43 and 53, show the general details of the spans, the location of gages
and the numbering of the beams. Also shown on these two figures are diagrams illustrating
the simultaneous and maximum stresses recorded for a few test runs. The remaining
figures in each bridge group, such as Figs. 44 to 52, incl., for the NYC tests, show the
test beams and their relation with respect to the test track. Also included in tabular
form are the recorded stresses for all test runs.
A visual inspection of the oscillograms indicated that the maximum stresses in 24
floorbeams generally occurred simultaneously at slow-speed runs; however, at high
Tests of Transverse and Longitudinal Beams 6i
speeds the maximum stress in the outer beams did not reach a maximum until a fraction
of a second after the maximum stress occurred in the beams under the rails. The values
shown in Col. 3 marked "Time Lag" are the time intervals in seconds between the
occurrence of the maximum stress in a beam and the maximum stress in a reference
beam near or under the rail. Beams 17 and 4 were used as reference beams for the
NYC and M-K-T bridges, respectively. For example, when a 3 -axle diesel crossed the
NYC span at 59 mph (see run 3, Fig. 44), a stress of 0.25 ksi was recorded in beam 1
simultaneously with a maximum stress of 2.60 ksi in beam 17; however, 0.02 sec later
a maximum stress of 0.50 ksi was attained in beam 1.
Static Stresses and Distribution of Loads
A study of the data presented on Figs. 43 to 60, incl., indicates that the stresses
recorded in the longitudinal beams under slowly moving locomotives were considerably
lower than those calculated. For example, the recorded maximum stress in beam 13 of
the NYC bridge was 2.65 ksi for run 7 at 4.5 mph, compared with a calculated static
stress of 3.96 ksi. The calculated stresses are based upon a uniform lateral distribution
of live load over a distance of 13 ft. The calculated AREA design values shown on the
figures are for the 10 deeper beams directly under the track. It is evident from the
center diagram on Fig. 43 that the lateral distribution of live load exceeded that assumed,
since all 24 beams were carrying load with the westbound track loaded. The low recorded
stresses might also be due to the concrete deck and longitudinal beams acting as a
composite section.
On the NYC bridge two sets of data were secured; the first with the beams "Before
Reinforcing", as shown on Figs. 44 to 47, incl., and the second with the beams "After
Reinforcing", as shown on Figs. 48 to 52, incl. The effect of reinforcing, which consisted
of filling the spaces between the beams with concrete, resulted in considerable reduction
of the recorded stresses. The highest maximum static stresses before reinforcing were
2.65 and 4.55 ksi for diesel and steam locomotives, respectively, (see Fig. 44 and 47).
After reinforcing, referring to Figs. 48 and 50, the highest maximum static stresses
amounted to only 0.90 and 1.25 ksi for diesel and steam locomotives, respectively. This
reduction in the recorded static stresses to approximately one-third its original value
before reinforcing is illustrated graphically on Fig. 43 for a 3 -axle diesel crossing the
span before reinforcing at 4.5 mph and after reinforcing at 10.5 mph. Also shown on
Fig. 43 are the average maximum stresses before and after reinforcing. The average
maximum stress was reduced from 1.36 ksi before reinforcing to 0.64 ksi after reinforcing,
a reduction of 53 percent. The effect of the reinforced concrete floor slab was neglected
when calculating the static stresses for the "Before Reinforcing" condition. This resulted
in the higher calculated static stresses of 3.96 and 5.02 ksi for the diesel and steam
locomotives which produced the maximum recorded static stresses of 2.65 and 4.55 ksi.
These calculated stresses were 90 and 47 percent greater than the average maximum
recorded static stresses in beams 10 to 19, incl.
The diagrams of maximum and simultaneous stresses shown on Fig. 53 for the
M-K-T bridge indicate that with one track loaded the stresses vary quite uniformly
from a maximum at beam 1 to about zero stress at beam 12. The average recorded
maximum stress under passage of locomotives at slow speeds was considerably lower
than the calculated stress. For example, when the M-K-T locomotive 411 passed over
the span at 6 mph, the maximum recorded stresses at Section A-A varied from 2.70 ksi
in beam 1 to zero stress in beam 12, with an average stress of 1.24 ksi (see run 15,
Fig. 57). The calculated stress, based upon the assumption that the axle loads are dis-
64 Impact and Bridge Stresses
tributed equally to 6 beams, is 4.04 ksi. It is evident from the data presented that even
if both tracks were loaded, the actual stress in the longitudinal beams under the rail
would be less than those calculated. For example, in run IS the maximum stress in
beam 4 with the test track loaded was 2.15 ksi, while the stress in beam 10, which is
comparable to beam 4 and under the other track, was 0.2S ksi. If both tracks were
loaded the resulting stress in beam 4 or 10 would be the sum of the stress in each beam
with one track loaded, or 2.40 ksi, as compared with a calculated stress of 4.04 ksi.
The time lag between the simultaneous and maximum stresses shown in Figs. 54
to 60, incl., for the M-K-T span is due principally to the S4-deg skew of the bridge and
the sections on which the gages were located. There does not appear to be any con-
sistent pattern to this time lag even though consideration was given to the difference in
northbound and southbound trains.
Stresses at High Speeds
A comparison of the stresses recorded in the longitudinal beams of these two bridges
under passage of diesel and steam locomotives indicates that the pattern of stress dis-
tribution to the beams is similar for slow and high speeds, with some increase in the
magnitude of stress at the higher speeds. For example, the data shown on Fig. 47 for
run 6 at 6.2 mph and run 15 at 40.7 mph indicate that the ratio of recorded maximum
stress to average recorded maximum stress is approximately the same at the two speeds.
Furthermore, this ratio for beam 13 on the NYC span before reinforcing varied only
from 1.71 to 2.16 throughout a full range of speeds from 4.5 to 75.6 mph.
I. OBSERVATIONS
As a result of these tests on transverse floorbeams and longitudinal beams under
diesel and steam locomotives, it would appear reasonable to make the following
observations :
1. Values of "K" provided in Sec. A (Art. 19) of the AREA Specifications for Steel
Railway Bridges are in line with test results for open track or track with minimum
ballast and floor plates.
2. Some reduction of factor "K" can be made where a concrete slab is used instead
of, or in addition to, a floor plate, or where the depth of ballast exceeds 10 in.
3. The recorded stresses in the longitudinal beams tested were less than those cal-
culated due to a number of indeterminable causes. It would appear that further tests
are needed if it is felt that provisions for distribution of load in the design specifications
should be changed.
4. If a system of longitudinal beams is encased in concrete, a reduction in calculated
stress can be made, taking into account the interaction of steel and concrete. This also
applies when the longitudinal beams support a concrete slab.
J. ACKNOWLEDGEMENT
The Committee on Impact and Bridge Stresses and the American Railway Engineer-
ing Association are indebted to the officers of the B&O, CB&Q, C&NW, M-K-T, NYC
and Southern for their cooperation in conducting these tests.
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LOCOMOTIVES a SYMBOLS^ SOU. RY BRIDGE TESTS
• RUN 13-SOU. 6623(2-8-2) 6 43.6 MPH WB.
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66
Imp act and Bridge Stresses
FIG 6
SODTHERN RAILWAY BRIDGE TESTS
58 -^i TkROUGH girder span - BALLASTED CORTEN PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
.^^■J'i 0 TO 0 OF girders _
10'- 4 1 23 9 r-llj ■ 4S'-6i Z-i
^ WEST
t SPAN
I I I I I I I M U I IIjI I I I I I I II
E GAGES -"^^ Vie WF 85 I SPAN ■ |7'- lOj C
2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19
CROSS SECTION ON i BETWEEN GIRDERS
I
r WIRE
FLOORBEAM NO I
^
I I I I I I
TO C GIRDERS
20 21 22 23 24
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE 2-8-2
SOU 6623
RUN NO
15
14
8
9
7
16
SPEED
IN MPH
8.0
3 1
40
4 1
4 6
8.0
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
6.5' WEST
OF t SPAN
6 3' WEST
OF t SPAN
6 7' WEST
OF 1 SPAN
6 5' WEST
OF t SPAN
1 4' WEST
OF t SPAN
6.5' WEST
OF t SPAN
COL NO 1
2
3
4
5
6 7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO
X
<
2
3
s
O
i
X
<
2
SIMULT
RATIO
X
•J
_J
2
<7>
»9
1-
<
q:
X
<
2
1-
2
ui
o
«*
Q:
X
<
2
_i
2
in
O
4
X
4
2
_i .
2
o
4
(E
1
4 40
0 70
098
4 55
0 90
100
4 45
085
0.96
4 40
0 75
096
4 10
0 30
094
4 55
0 75
099
2
4 50
1 05
100
4 65
1 20
103
4 65
1 10
100
4 70
1 15
102
4 65
040
107
4 60
1 15
1 00
3
4 75
145
106
4 85
160
107
4 90
1 60
106
4 95
160
1.08
3 50
0 80
0 80
5 15
1 60
1 12
4
4 40
145
098
4 40
1 55
097
4 30
1 50
093
4 35
150
097
4 45
100
102
4 40
1 55
096
5
4 95
195
1 10
5 10
2 25
1 12
5 05
2 25
109
5 05
210
1 10
360
1 40
0 83
5 10
2 15
1 1 1
6
5 00
2 50
1 12
5 05
2 85
1 II
5 10
2 75
1 10
5 10
2 75
1 1 1
3 60
1 50
0 83
5 05
2 75
1 10
7
4 70
3 20
105
4 80
3 50
1 06
4 70
3 55
1 01
4 80
3 50
105
4 85
1 75
1 12
4 70
3 50
103
8
4 80
3 90
107
4 80
4 10
106
4 80
4 10
103
4 80
4 00
105
4 95
2 35
1 14
4 75
4 05
104
9
4 70
4 15
105
4 95
4 70
109
5 00
4 50
108
4 90
440
107
355
3 05
0 82
5 20
4 70
1 14
10
5 80
555
1 29
5 90
5 70
1 30
5 90
5 60
127
585
5 60
127
5 90
4 95
1 36
5 90
5 70
129
II
4 80
4 60
107
4 70
4 60
104
4 70
4 50
101
4 70
4 45
I02
4 70
4 30
108
4 80
4 55
105
12
4 35
4 35
0 97
445
4 45
098
4 50
4 50
097
4 70
4 70
102
4 75
4 75
109
4 45
4 30
097
13
5 40
5 40
1 21
5 05
505
1 1 1
5 10
5 10
1 10
5 00
5O0
109
520
5 20
120
545
545
1 19
14
4 35
4 10
097
4 45
4 10
0 98
4 55
4 25
0 98
4 50
4 25
098
4 60
4 50
106
4 40
4 15
096
15
3 95
3 50
088
4 05
355
0 89
4 10
3.60
0 88
4 00
3 60 0 87
4 10
4 10
0.94
4 05
360
088
16
4 60
360
103
4 80
3 50
106
4 70
3 60
101
4 60
3 55
1 00
4 65
455
107
4 65
370
102
17
425
2 70
095
4 35
240
096
4 40
2 60
0 95
430
255
094
430
4 00
099
4 25
2 65
0 93
18
4 35
2 10
097
440
195
097
4 50
2 05
0 97
4 40
2 00
096
4 50
395
103
4 30
2 05
094
19
4 00
170
089
4 20
1.85
0 93
4 20
190
091
4 10
180
089
4 15
3 00
0 95
4 05
1 75
088
20
420
2.05
094
4 15
2 25
091
4 40
2 30
0 95
4 30
2 20
094
4 35
2 15
100
4 30
2 20
0 94
21
3 10
165
069
3 00
1 80
066
320
1 35
0 74
3 20
1 80
0 70
22
4 10
2 15
091
4 10
2 00
0 90
4 15
2 20
0.89
4 00
2 10
0 87
4 10
2 00
094
4 15
2 20
091
23
4 20
185
094
4 25
1 60
094
4 40
180
095
4 20
1 70
0 92
4 35
2 15
100
4 35
180
0 95
24
390
1 30
087
395
125
0 87
4 20
1 45
091
4 00
1 30
0 87
4 20
2 85
097
4 00
130
087
AVERAGE
448
454
4.64
4.59
435
4 58
STATIC"
600
6 00
6 00
6 00
6 00
600
DYNAMIC*
9 56
9 56
9 56
9 56
9 56
9 56
STRESSES SHOWN ARE TENSION VALUES IN KSI
"MAX" ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
"SIMULT" - SIMULTANEOUS STRESS WITH MAXIMUM STRESS AT FLOORBEAM 13.
"RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM STRESS
"AREA DESIGN
Tests of Transverse and Longitudinal Beams
FIG. 7
SOUTHERN RAILWAY BRIDGE TESTS
58'-4i THROUGH GIRDER SPAN - BALLASTED CORTEN PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
58'-4i OTOO OF STEEL
10- 4 I
23 @ r-ll| ' 45'-6i
,2'-5J
T
1 1 1 1 1 1 1 1 1 1 1 11 Mil 1 11 1 u 1 1 1 1 1 1 n
WIRE GAGES ^'|8WF85 SPAN = IT'-IO? C TO C 61RDE
FLOORBEAM NO 1 2
10^ C TO C GIRDERS
3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t. BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND |
LOCOMOTIVE TYPE 2-8-2
2AX DIESEL
SOU 4905
SOU 6623
SOU 4117
RUN NO
3
10
II
12
13
19
SPEED IN
MPH
194
330
390
395
43 6
42
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
FIRST AXLE
AT
9 r WEST
OF t SPAN
59' WEST
OF t SPAN
17' WEST
OF t SPAN
12' WEST
OF t SPAN
2.8' WEST
OF t SPAN
31.9 WEST
OF t SPAN
COL NO 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
FUDOR-
BEAM
NO
<
S
1-'
-J
3
5
g
<
a:
X
<
S
!-■
_J
3
5
in
O
a:
X
<
2
I-'
_]
3
s
in
g
<
q:
X
<
2
!3
3
in
g
<
IE
x
<
2
_i
3
s
in
g
<
X
<
-I
3
2
05
o
<
1
325
080
070
5.85
100
II 1
560
0.05 105
5 55
005
102
565
065
102
355
170
111
2
510
ISO
1 10
5 00
125
095
5 20
040
097
525
OI5
097
525
090
095
325
095
102
3
5 10
180
1 10
510
180
0.97
540
O70
101
555
O30
102
5 50
135
099
3 40
070
107
4
490
190
1.05
470
170
0.89
5.00
090
094
5.00
0.50
092
510
150
092
2 90
045
091
5
535
280
1.15
570
2 00
1.08
550
150
103
565
100
104
590
190
107
325
080
102
6
540
3 50
1 16
5 95
2 40
113
5 70
160
107
5 70
140
105
5 70
195
103
3 20
120
100
7
500
4 05
107
5.70
2 95
108
5 75
190
108
5 55
150
102
5 70
200
103
305
190
095
8
485
445
104
580
390
110
6 20
2 60
1 16
600
2 25
l.ll
6.15
2.80
1 II
3.30
290
104
9
545
525
1 17
6 25
5 20
119
650
4 50
122
705
400
1.30
685
440
124
325
310
102
10
5 80
565
124
655
585
124
6 80
525
127
695
480
128
700
5.50
127
3 65
305
114
II
480
435
103
5 10
4.85
097
535
460
100
545
4 50
101
555
480
100
345
2 15
108
12
5.15
490
098
5.15
490
096
535
480
099
5.70
4 65
103
325
3.05
102
13
435
435
093
575
575
1.09
610
6.10
114
6.00
6.00
1 II
6.25
6.25
1.13
435
435
136
14
450
4.05
097
480
450
091
495
495
093
5.00
490
092
5.05
5.00
09I
3.25
3 00
102
15
3.90
2 90
0 84
4 70
375
089
4 95
480
093
5.00
3.70
092
525
465
0 95
275
2.35
086
16
470
255
101
5.40
400
102
5 70
5.40
1.07
605
5.40
1.12
640
495
1.16
3.20
285
1.00
17
4.30
1.85
092
4 80
3.10
0.91
5.20
4.85
0.97
5.4b
4.85
I.OI
5.60
4.15
LOl
300
295
0.94
IB
4.45
200
095
4.75
2.40
O90
5.20
4.70
0.97
5 20
4.90
0.97
5.2 5
385
095
3.20
2.95
1.00
19
450
2.50
097
4 65
2.05
0.88
5.00
3.90
0.94
5.05
4.35
093
4.85
3-10
Q88
2.75
2.25
086
20
4.60
2.75
0.99
4.90
2.15
093
5.35
2.75
1.00
560
340
103
5.15
2.10
0.93
3.05
2.35
095
21
4.10
2.05
Q88
235
0.80
0.44
2.85
1.35
0.53
3.60
1 55
0.65
2.80
2.35
0.88
22
4.20
1.50
0.90
4.70
2.30
0.89
4.50
1.85
084
4.45
2.30
Q82
5.00
2.40
090
2.85
2.65
0.89
23
420
1.30
0.90
4.85
2.15
0.92
5.40
2.35
1.0 1
5.10
2.65
0.94
5.30
2.90
096
2.95
2.15
0.92
24
4.35
1.60
0.93
4.95
1.60
0.94
5.30
2.55
0.99
5.15
3.00
0.95
5.30
2.70
0.96
2.90
1.25
0.91
AVERAGE
4.66
5.27
5.34
5.42
5.54
3.19
STATIC
6.00
6.00
6.00
6.00
6.00
3.80
DYNAMIC
9.56
9.56
9 56
9.56
9.56
5.30
FOR NOTES SEE FIG 6
68
Impact and Bridge Stresses
ltf-4|
FIG e
SOUTHERN RAILWAY BRIDGE TESTS
58-4 i THROUGH GIRDER SPAN - BALLASTED CORTEN PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
Se; -4 ^ 0 TO 0 OF STEEL
23® I' -II -J • 45* -6 4
e-5
WEST
I I I I I
r WIRE GAGES
FLOORBEAM NO.
I I I I M I I 11 I II I I II I I I I I I I I
■^-^ ^18 WF 85 I SPAN ■ I7"-I0i C TO C GIRDERS
I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE: 2 -AXLE DIESEL
SOU. 4117
SOU. 6806
SOU. 6705
SOU. 6712 1 FRT CAR
RUN NO
20
18
17
5*
2
SPEED IN
MPH
52
6.0
61
2 5.1
297
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST AXLE AT 1
31.8' WEST
OF t SPAN
31.9' WEST
OF t SPAN
355' WEST
OF t SPAN
34.8' WEST
OF t SPAN
32 5' WEST
OF t SPAN
COL NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO.
X
<
5
_i
s
(O
O
\-
<i
X
2
CO
O
X
<
*--
-I
s
(O
O
V-
<
o:
X
<
S
S
CO
o
1-
<
x
<
2
to
o
1-
X
2
-I
s
10
o
<
q:
1
3.75
175
lie
3.85
1.80
121
3.33
1.00
119
3.2 5
O50
1.03
3.55
1.20
1.17
300
1.46
2
320
1.00
1.00
3.15
O90
099
285
0.40
102
310
04 5
0.98
265
O50
0.87
205
1.00
3
3.35
O70
1.05
3.35
0.75
1.06
2.95
O30
1.06
345
055
1.10
305
O40
101
2.25
I.IO
4
300
050
0.94
3.10
055
098
2.65
0.40
095
2.85
O50
090
285
0.40
094
2.20
1.07
5
330
075
1.03
3.2 5
0.80
1.02
3O0
0.60
1.07
325
1.05
1.03
310
0.50
1.02
220
1.07
6
3 30
1.25
1.03
330
1.20
1.04
2.85
095
1.02
3.25
16 0
1.03
2.95
0.75
097
1,9 0
093
7
3.20
1.90
100
3 10
1.90
0.98
275
1.50
0.99
3.05
235
0.97
260
1.20
086
2.05
1.00
8
335
285
1.05
3.35
2fl5
1.06
2.90
2.4 5
1.04
3.20
3.20
1.02
2.65
2.00
087
2.15
1.05
9
3 05
270
096
325
295
102
2.50
2.50
090
310
295
Q98
415
3.25
1 37
1.55
076
10
360
300
1.13
3.65
2.95
1.15
3.20
280
1.15
4.45
340
141
390
2.50
1.29
1.95
0.95
II
3.50
3.15
1.10
340
265
1.07
2.90
2.35
1.04
3 50
2 95
III
3.15
2,30
I04
2.05
1.00
12
335
3 05
105
3 35
310
106
2 95
2 70
106
3 20
3 20
102
2.60
235
086
1.65
Q8I
13
4.35
435
1.36
4.15
4.15
1.30
2.90
2 90
1.04
2.6 5
2.40
1.16
3.90
390
1.29
2.75
1.35
14
3.10
2.80
0,97
3.25
2.95
1.02
2.85
255
1.02
3.10
2.40
0.98
3.05
2.65
1.01
2.15
1.05
15
2 85
2.40
089
2.75
235
086
2.35
1.70
084
2 15
1.85
068
2.70
1.90
0.89
1.85
O90
16
3.10
2.70
0.97
3.15
2.80
0.99
2.90
1.70
1.04
3.35
2.15
1.06
3.15
2.10
1.04
2.35
1.15
17
300
2.90
0.94
3O0
2.90
094
2.70
1.90
0.9 7
2.90
2.50
0.92
2.65
1.90
0.87
2.15
1.05
18
3.15
2.95
099
3.10
2.80
098
280
2.40
1.00
3.10
3.00
0.98
2.90
225
0.96
2.25
I.IO
19
2.75
225
081
2.55
2.20
0.80
2.4 5
2 45
088
3.15
2.70
1.00
2.90
2.25
0.96
1.4 5
071
20
305
240
096
300
2 35
094
2.80
2 45
1.00
3.60
260
1.14
3.10
1.85
1.02
2.20
1.07
21
265
2 30
083
265
225
083
2 40
2 00
0.86
200
1.45
0.64
2.40
1.40
Q79
1.45
0.71
22
2.85
260
089
2.75
260
0.86
265
2.40
095
295
285
0.94
2.55
2.10
084
1.75
085
23
295
2 20
0.92
2.90
2.10
0.91
2.80
2.75
1.00
3.45
3.00
I.IO
3.25
2.30
1.07
2.00
098
24
2.90
1.35
0.91
2.90
1.30
0.91
2.60
2.25
093
345
2.40
I.IO
2.90
2.25
0.96
1.80
0.88
AVERAGE
3.19
3.18
2.79
315
3.03
2.05
STATIC
3.80
3.60
376
376
3.76
DYNAMIC
5.30
5.30
5.2 5
5.25
5.25
•SIMULTANEOUS FOR RUN NO 5 AT FLOORBEAM IJ
FOR OTHER NOTES SEE FIG 6
Tests of Transverse and Longitudinal Beams
69
FIG. 9
SOUTHERN RAILWAY BRIDGE TESTS
58'- 4| THROUGH GIRDER SPAN - BALLASTED CORTEN PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
58'- 4^ 0 TO 0 OF STEEL
23 ® 1.979' = 45'- 6^
2'-5|
^ WEST
t SPAN
I
I I I I III M U I I 11 II II I I U U I I U I
r WIRE GAGES
FLOORS E AM NO I
18 WF 85 I SPAN = I7'-I0i C TO C GIRDERS
2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE: 2-AXLE DIESEL
SOU. 4117
SOU 4132
SOU. 4130
RUN NO.
21
22
23
4
1
SPEED
IN MPH
35.4
369
40 1
46 2
59.4
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
30.0' WEST
OF t SPAN
32.3' WEST
OF t SPAN
29.9' WEST
OF t SPAN
335' WEST
OF t SPAN
45.6' WEST
OF t SPAN
COL NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
FLOOR-
BEAM
NO.
X
<
5
•3
Z)
S
CO
g
1-
<
q:
X
<
5
_l
o
1-
<
X
<
5
O
(-
<
a:
X
<
5
1-
-j
o
<
a:
X
<
5
1-
_i
O
<
cc
1
440
240
128
435
0.90
128
430
220
126
295
055
0 87
385
135
112
2
330
1 55
096
330
045
097
3 30
1.25
0.96
3.35
0.40
098
3.35
2.15
097
3
3.50
105
1 02
345
050
1.01
3.50
0 75
1.02
345
0.40
1.0 1
485
3 75
1 41
4
3.05
0 55
0.89
3 15
0 45
093
3 80
050
I.I 1
3.00
035
0.88
3 15
2.25
091
5
3.55
0.75
1 04
3.55
085
1 04
3.40
075
0.99
3.40
0.80
1.00
3.10
2.25
0.90
6
345
080
1.01
330
1 45
097
330
I.IO
0.96
330
1 30
097
3.10
240
090
7
3.05
1.25
0.89
3 15
2.20
093
3.15
1.45
092
3.15
1.90
0.93
3.05
2 60
089
8
340
2 30
099
355
3.20
1.04
3.50
2.10
1.02
3.30
290
0.97
3.35
265
0.97
9
420
4 10
1 23
355
3.20
1 04
3.90
3.10
1,14
4.15
405
1 22
5.10
3.45
1.48
10
3.90
365
1.14
400
3.50
118
4.00
3.20
1.17
4.75
4 00
1 40
335
1.85
0.97
1 1
350
300
102
360
300
1.06
3.55
240
1.04
3.75
2 90
110
325
2 18
0.94
12
3.30
3.15
0.96
340
340
1.00
3.40
260
099
3.45
3.15
1.01
320
290
093
13
455
455
1 33
4.80
480
1.41
460
460
1.34
375
375
110
4 40
4.40
1 28
14
3 30
3.30
096
3 35
2.85
099
330
330
096
320
3.00
094
325
325
094
15
3.10
245
090
295
2 25
087
275
260
080
265
1.90
078
300
2 75
087
16
320
245
093
3.30
2.75
0.97
3.15
2 70
092
330
1.85
097
3.20
260
0.93
17
3.05
250
089
305
2.75
090
295
2.70
0 86
3.15
1.80
093
300
2 55
0.87
18
340
285
099
320
2.55
0.94
320
3.10
0.94
340
2.50
1.00
3 50
300
1.02
19
3 10
2 40
090
3.00
200
088
295
2.55
086
3.45
290
1.01
3.55
2 35
1.03
20
3.50
225
1 02
3.45
2 15
1.01
350
250
1 02
3.65
2 80
1.07
3.80
I.IO
110
2!
3 10
1.95
0.90
285
200
081
305
200
089
320
240
094
320
040
093
22
3.00
250
0 88
300
2 10
0 88
305
230
0 89
305
290
090
2.65
0 10
077
23
3.25
260
095
3.20
1 60
094
325
2 50
095
3.55
3.40
1.04
3.10
0
0.90
24
305
1 85
089
3.10
085
091
3 15
1.85
0.92
3.30
320
097
3.10
025
090
AVERAGE
343
3.40
342
3.40
3.44
STATIC
3.80
3.80
3.80
3.76
3.76
DYNAMIC
5.30
530
5.30
5.25
5.25
FOR NOTES SEE FIG. 6.
I
70
Impact and Bridge St resses
r{-a)
fl
i ^
» -1^
;^^--i'
I^ " IV-.
_ «, K L '
- ?J 3v-
"• ■> ~^i:
R 2T «
-^'- T'
- o V - «
— 1 2 J -
-!• i S-^-
"3 7 '
^■« s _:i
i^- ^"-^
:^^ — ,^-
^ -- T
.. -1 ffi ^
!3 :
-1® »,
— 1 "* A-
^I-^^^l
^<
-^>^- I
I^" ^^
: "U'vf-
s ^
:; "I -!>.
^ ^ »-
'^^:r
~i ~t
< < "At
4- 4 ^^i-
-■-^ilill!!
lO <» Kl <Vi - O T
-1 z <ft
1^ •- <
V. < *" UJ
t- -1 O (D
o <n o U.
£ o -J
O UJ «
"i So
(T
_ UJ
< < >
u < (E a:
' " o ■
a «
VERTICAL PRESSURE ON TOP OF
FLOOR PLATE KIPS PER FT OF TRACK
STATIC STRESS IN KSI
-.'^7 -
^ ^
~ ._Si _
/ _
>^^' — 4
::.-^/!____i.
t ^ s
Zi^i- :: i-
-.i" -. L
^^v- J i-
^ ^ i 1
V^ 5 ^
---^t-s-i-
^<
V
r
-I
"t
4
^ -
a I o 2
u < (E IE
i 5> o t-
m a_ a —
-«»0 QJ
« z Irt
i, O W
^ <n UJ
5 K
< H
or (t =
►- H Ij; It
O O * O
jj </> =^ m
• ♦- - « ^
(o a (t <
Tests of Transverse and Longitudinal Beams
71
FLOORBEAMS:
15 I 81.3
_ SOUTHBOUND
39'- 7i C. TOG. COLUMNS *-"S^ °'"P^" ^'^NEE BRACE
PLAN
LOCOMOTIVE POSITION S 5.4 MPH
LOCOMOTIVE POSITION & 5,5 MPH
rTTTTTTTTTTTrTTTTTTTTTTT^i" STEEL floor plate
4 5 6 7 8 9 10 II 1213 14 15 16 17 IB 19 20 21 22 23 24
FLOORBEAM NUMBER
II AT 2-lJ ABT = 23'-6j l'-6i II AT 2- ij ABT = 23'-6i-
? .^^ ? ±
SECTION ON •L TRACK
RAILS 127- LB NYC
TIES 8x8 AT
1-5 CTO C.
1 1 1 1 1 1 1
AREA DESIGN, STATIC
r-
— AVERAGE MAXIMUM 1 , „ „-^,
[- DIAPHRAGMS DISCONNECTED J ^'^ "
-■L
...
—
—
-■
—
f
- AVERAGE MAXIMUM STRESSl 54 upu
DIAPHRAGMS CONNECTED/-^
—
ir^
ipd
^
H
L^
Jlj
L
^H
•N/t-N
L
:^
-^
4
Y
r
t ^
M
1
r
n
M
'L- 3^x3^x1
-\b I 81-3
DETAILS OF
DIAPHRAGMS
9 10 II 12 13 14 15 16
FLOORBEAM NUMBER
MAXIMUM STRESSES
17 18 19 20 21 22 23 24
- DIAPHRAGMS CONNECTED (5.4 MPH)
1 r 1 1 1 1 1
1
p
- DIAPHRAGMS DISCONNECTED (5.5 MPH)
\
I
\
I
^
^
\
Y\
y-i
^
M
^
^
M
r^
r
N
U
K
^-j
N^
n-.
J
r^
\
t'
n
y
M
T'
^'
12 3 4 5 6 7
NOTE: r-SR4 WIRE
GAGES WERE
USED IN THE TESTS
10 1 1 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBER
SIMULTANEOUS STRESSES
LOCOMOTIVES a SYMBOLS
O RUN 4 -NYC 4202 8 4302 (3 AX DIESELS) AT 5.4 MPH
DIAPHRAGMS CONNECTED
• RUN 14- NYC 4201 & 4301 (3 AX. DIESELS) AT 5.5 MPH LOCATION OF GAGES AND
.OP TAB,,, ATfnTn't''^T\r«-°J'c^cl?rc „ u „ TYPICAL RECORDED STRESSES
FOP TABULATION OF STRESSES SEE FIGS. 12 a 13. I^ TRANSVERSE FLOORBEAMS
FIG. M
N.Y.C.RR. BRIDGE TESTS
70-0 TPG. SPAN- TRACK NO.I
CONCRETE AND STEEL PLATE FLOOR
72
Impact and Bridge Stresses
i'4
FIG. 12
NEW YORK CENTRAL RAILROAD BRIDGE TESTS - TRACK NO. I
VO'O THROUGH GIRDER SPAN- CONCRETE AND STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
70' -0 q TO 0 Of STEEL
I'-pf" "
'kJsPAN
l9fi>2-4ABT'32'-lA
IS0 2^A8T'32'-li|
2r-4
NORTH *■
I r r I I I I I I I I I T I I III Kh I I I I I I I I I I I I i
^-IrwiRE GAGES ; ^- — 15 1 81. J - SPAN. 15- yj C TO C GIRDERS
FLOORBEAM NO ( 2 3 4 5 6 7 8 9 10 M l2Jl3 14 I5 « 17 18 19 20 21 22 23 24
CROSS SECTION ON L OF TEST TRACK
DIAPHRAGMS CONNECTED |
TEST
TRAIN
3- AXLE DIESELS NO. 4202 ft 4302 - SOUTHBOUND
RUN NO
4
6
5
7
3
1
2
SPEED IN
MPH
54
65
6.6
75
76
8.5
lO.I
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT I
44 9' SOUTH
OF i. SPAN
41 9' SOUTH
OF t SPAN
42 4' SOUTH
OF t SPAN
41 4' SOUTH
OF t SPAN
38.3' SOUTH
OF t SPAN
407S0UTH
OF t SPAN
40.7' SOUTH
OF t SPAN
COL. NO 1
2 3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
FLOOR-
BEAM
NO
MAX
SIMULT
o
<
X
<
5
in
0
>-
2
X
<
2
0
i
X
<
2
g
(7)
0
1-
<
IT
X
<I
2
t-"
-I
2
0
X
2
-I
1
CO
0
1-
<
IT
X
<
2
!3
2
in
g
<
1
320
2.45J 1.03
305 2.250 98
3.00J2.20l09e
3.10
2.30
100
3.30
2.40
1.04
2
340
2.25
1.09
3.35:2 10 1 08
3 30 2 00 108
3 35
2 10
1.08
350
2.15
I.IO
3
3.80
1.70
1.22
3.751 160j 1.21
375 1 55' 1.23
3.75
1 60
1.21
3.90
1.65
1.23
4
3.60
1.25
1.15
3.4oj 1.00] 1.09
345 1.00 113
345
105
112
3.60
1.20
1.13
5
3.45
I.IO
l.ll
3.301 1.00] 1.06
3 30O95 108
3.30
095
107
350
1.10
I.IO
6
350
LIO
1.12
3.35i 1 00! 1.08
3 35 100' 110
335
1 05
108
3 50 120
I.IO
7
3.401 1.55' 1.09
3 30l 140^ 106
3 30 140 108
320|
1 40
104
3 35 1 50
105
8
3.25 2 10 1 04
3 25^2 00 104
3.15 '195^ 103
315
2 00
102
305 200;096
9
3.30 2 70 106
305j2 55 098
315 260 103
305
2 60
099
32O265il01
10
3,60 320 1 15
3 4013 05 j 109
340i2 95' III
3 25
2 90
105
335 2 95! 1.05
II
300 2 80 0 96
285!265l092
285 255 093
280
2 65
091
290 26509I
12
2.45 2 45 079
2 25 225 072
2 35 2 30O77
215
2 15 10 70
2 30 2 30 072
13
2 30 2 30 074
275*2 60 088
240 ;2_40 077
275^2 65 0 88
2 30 2 30 075
2 75 2 55 O90
2 35
270
2.3510 76
27o|o87
2 50 2 50O79
2 80^2 800 88
2.50
2.50
0.83
2.55
275
ass
270
084
14
2.80J2.65J093
0.91
15
3 05 2 55 098
315-270 I.OI
3 05i260ilOO
325
2,75 1 I05
3 20 2 85^101
3403001 1 13
320
310
106
re
3 25 3 05 104
340
275
320^1 09
335 3 10 110
3 35
3.20 1 108
345 3.40 ' 108
340*325
1 13
335 3 30
1 II
17
2.7012 40 087
245 0 88
270:245 088
275
245j089
2 8512 600 90
2,65!2 50
088
275
2 55
091
18
3.25,2 35 104
3 30 2 35 106
3.20l2 30 1.05
325
2 351105
335!245'l05
3 202 30] 1.06
325
230
107
19
2.65 165 0 65
2 60 165 0 90
2 75 170 090
280
1 75 '09l
290 1 80091
2 80 170
093
285
170
0.94
20
2.85 1 65 091
2 95 170 0 95
2 851 1 65 093
295
I1.75 095
3D0i 1,95 094
2,85jl.70
095
300
1.75
099
21
305 180 098
325 ISO 104
3 15 185 I03
325
2.05 1.05
320*2 00 101
315
2 00
105
320
2.10
1.06
22
3 35
225
2 25
107
355 2 35 114
340,2,25 1 II
355J240 1 16
365|2 60ll 15
3 50
260
1 16
350
260
0.96
102
23
2 70
087
30O230 096
2 85'2,30 093
2 95|2 35i095
30O 2 60*094
2.90
240 096
290
310
250
28?
24
2.90 2 50 093
300
260 096
2 85 2 55 093
305
270
099
300 a85 094
300
^70
100
AVERAGE
3.12 1 i
3.11
1
3.06' 1
309
3.18 1
301
3j03
STATIC ♦
4.98 1
STRESSES SHOWN ARE TENSION VALUES IN KSI.
"MAX" ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
'SIMULT."- SIMULTANEOUS STRESSES WITH MAXIMUM STRESS AT FLOORBEAM
"RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM
*AREA DESIGN FOR BEAMS OTHER THAN FLOORBEAM 12 AND 13.
13.
STRESS.
Tests of Transverse and Longitudinal Beams
73
FIG. 13
NEW YORK CENTRAL RAILROAD BRIDGE TESTS - TRACK NO. I
70'-0 THROUGH GIRDER SPAN -CONCRETE AND STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
70'-0 0. TO 0. OF STEEL
l5(g)2-l|ABT = 32'- 1^
i'-OJ
I5@2-||ABT- 32'-l|| 2'-4
I NORTH |tj SPAN |
I I I I I I J I I I J J J I J jl; JvL I J I I I I I J I I I I I
'^rwiRE GAGES I ^ 15 I 81.3" SPAN • 15'- 7-} C.TO C. OF GIRDERS
FLOORBEAM NO I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 IB 19 20 21 2223 24
CROSS SECTION ON t OF TEST TRACK
DIAPHRAGMS DISCONNECTED 1
TEST
TRAIN
3- AXLE DIESELS- NO. 4201 a 4301 -SOUTHBOUND
RUN NO-
9
10
13
14
II
12
e
SPEED IN
MPH
4.2
4.6
4 7
5.5
5.7
5-7
6.0
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT 1
39.1' SOUTH
OF «. SPAN
342' SOUTH
OF t SPAN
39.6' SOUTH
OF t SPAN
40.7' SOUTH
OF t SPAN
40.0' SOUTH
OF t SPAN
46.4' SOUTH
OF t SPAN
44.7' SOUTH
OF t SPAN
COL. NO 1
2
3 1 4
5
6 1 7
8 9
10
II
12
13
14
15 16
17
18
19
20
21
22
FLOOR-
BEAM
NO.
<
5
•3
o
<
<
5
_l
O
<
X , ^
0
q:
x
<
S
0
1-
<
X
<
2
ti 0
i 5
X
<
5
in
0
<
X
<
H
-1
Z)
0
<
1
2.95 2.30 0.88
2.95 2.30 0.90
2 90 2 25
0.90
3.05,2.30
0.91
295|2.25l0.89
3.00
2-30
0.88
2.85
2.20
0.84
2
3.50 2 20 104
3,50 2,15 1.07
3.60 2.25
l.ll
3.55 2.20
1.06
3.50 2. 15' 1.05
3.60 2.25
1.06
3.55
2.25
1.05
3
3.80 1 55 113
3.65 155 1 II
370 1.55
1.14
370
1.45
l.ll
370 1.50! l.ll
3.75 1 1.55
I.IO
375
1.50
l.ll
4
3.85 1.05 1,15
3.85 1.05 1.17
3.85 1.05
1.19
3.85
1.00
1.15
3.85! I.05| 1.16
3.95[T.I5
1.16
3.85
1.05
1.13
5
3.60 0 95 1-07
3.55 095 1.08
3.60 1.00
l.ll
3.65' 1.00
1.09
3.60
1-00 1.06
3 65 1 10
1.07
3.60 0-95
1.06
6
3.30 0.95 0.98
3.30 0.95, 1,01
3.35 1.00
1.03
3.35 Q95
1.00
3.35
095! I.OI
3.45! 1.05"
I.OI
3.3^0.95
0.99
7
3.25 1 25 097
3.25 1 ,30 Q99
3.30 1.40
1.02
34 5 1.45 l.03j
3.25
1-35 0 98
340 1.45
1.00
3-25^1-30
0.96
8
3.30 1.95 0.98
3,15 1.90 0,96
3.10 1.950.96
3.25 1.7510.97
3.20 1 1,85 0 96
3-25i2-05!0-95
320 2-00 0.94
9
3.502.80 1.04
350' 2,75! 107
"3.55 2.85' I.IO
3.50 2.80! 1.04
3.551275 1.07
3-60'2-95' 1-06
345 275* 1.02
10
3.25 2 95 0 97
3.25 2 90 0.99
3.35 3.00; 1,03
3.25 '2.85' 0.97
3.30 2.85 0.99
3-40 3-05 1 -00
3.15 2.85,0.93
II
2.90 2 70 0.86
2.90 2,65 0,88
3,05 2 75 i 0 94
2,95!2,70
088
2.90i2 65!O87
3-00 2 75 088
2,90|2,60 0B6
12
2.60 2 60 077
2.55 2.55 078
2 60 2,60 0 80
2.651255
079
2.55 '255 077
2-70, 2- 70! 0-7 9
2,60 24510^77
13
2.90 2 90 086
2,95 2 95 0,90
2,85 2 85J0 88
2,9012,90
0.87
2.95:295,089
2-85|2-85j084
295
2,95
0.87
14
3.30 3 05 098
3-30 3,00; 101
3,15 2,951097
3,30^3,10
0.99
3.25!3.05!o98
3-25'3 l0;O95
3,35
3.20
099
15
3.50 2 90 104
3 40 2 75 104
3 35 2 70 103
355'285i 1,06
3,40 2.80 1.02
3 55,2 90ri -04
3 50
2.90
1.03
16
3.50 3.i5i I04
3.55 3-20 108
300 2 60 0,93
3,5013,00; 1,04,
350:3I01 1.05
350 2-90 1,03
345
3.20
1,02
17
1
3-05 2-60 093
2 95 2 50 0 91
305 2,65' 0,91
3.05 2 65 092
3 10 275!o.9l
IS
3i65 2.60i 1.09
3.65 2-60: III
3,55 2,50
109
3,65j2,60j 1.09
3 60, 2.55 [ 1.08
3,75 2,70 ! 1,10
3.85
2.70
1.13
19
3.35 l,90 1.00
320 I.90'098
3,15 1,85
0.97
3,35: l,90i 100
3T3O' 1.85! 099
3,55 2 05' 104
340
1.90
1.00
20
3.25
170
0.97
3.05
1-60 093
3.00 160
0,93
3,25! 1,6510,97
3,25 170 0,98
3,25 1,70
095
350
1.75
1.03
21
3.70
2.00
I.IO
3.40
1.90
1.04
3.20' 1.80
0.99
|3,5o|l, 851 1,04
350ri9ot 1-05
3,60
2.00
106
3.65
1.95
1.08
22
3.85
225 1.15
3.65
2 30
III
3.55 2 15
1,09
3 85^2351 1 15
385^240 1 16
400
245
1.17
410
2.50
1.21
23
3.20 2 3^0.95
300:2-30
09I
290 2 10
0 90
3 15^2301094
3 10 1235 10 93
3,30
245|097
325
2.40
096
24
3.25 2.70! 0.97
3-15 2 65
096
3 102.60
096
3,25'2,75j0,9V
335 2-80^ l-OI
345 2,85! 1,01
345
2 90
1.02
AVERAGE
3.36, ;
3-28^ 1
3.24;
3.35
3-33 1 1
3,41
3.39
STATIC *
4.98 1
FOR NOTES SEE FIG 12.
74
I m pa c t a n d B r i d ge Stresses
'n~TTTT'J~TTT
2 345 67 89 10 II I2|l3 14 15 16
TTTTTTTTTTT
8 19 20 21 22 23 24
LOCOM POSITION
Q^ AT 28 8 MPH
-^9«8 TIMBER
M<
FLOORBEAM NUMBERS
iZMJABT .23'.6| l-QJ- n(^ 2-1^ ABT. gsl-cf
SECTION ON e TRACK
1 1 1 1 1
n
1
'
—
AREA OESICN:
DYNAMIC
[— STATIC
j^
^
AVERAGE MAXIMUM
^ 47 MPH
;;^28 8 MPH
1
,<!
!>.
I
A
Ni
y
k^
-d
^
"^
^
["
/
\
s.
y
--
>■
^<
7
^
r^V
\j
u
Li
' 1
r
■4
N
r
^
/
'^i
STRINGERS
"" ~ V STEEL PLATE
NOTE RAILS 127 LB NYC
TIES 8!>e
(gl'-S c c
1 1
10
7 -
z
6 9
5 5
ui
4 ">_
, «)P
3 <nO
2 S^
o =
2 3 4 5 6 7
B 9 10 II 12 13 14 16 16
FLOORBEAM NUMBER
MAXIMUM STRESSES
17 18 19 20 21 22 23 24
V) o
Ui <t
-J ^
'4 7 MPH
ItK
r-288 MPH
^U
7 '
i'
^l
j^/
\ V
y'^'v
'^"^k
1
'., \.A
/
S3
k
/ \i
r
/^
K
1 T
^"4—1
1 '
;<"
^<'
^r
>
/
T
1
.-/
^
r^
9 ui>
_j J
8 w"
z
7|^
6 o
lu
5 S
o
4 2^
IE
3
2
NOTE' r SR4 WIRE
GAGES WERE
0 USED IN THE TESTS
2 3
5 6 7
FIG 14
B 9 10 II 12 13 14 IS 16 17 IB 19 20 21 22 23 24
FLOORBEAM NUMBER
SIMULTANEOUS STRESSES
LOCOMOTIVES S SYMBOLS NY.CR.R. BRIDGE TESTS
•RUN29-NYC 6020(4-8-4) « 4 7 MPH SB 70-0 TPG SPAN TRACK N0.3
ORUN 8-NYC 6021 (4-8-4) * 28.8 MPH SB TIMBER STRINGERS-STEEL PLATE FLOOR
FOR TABULATION OF STRESSES, LOCATION OF GAGES AND
SEE FIGS 15 TO 18 iNCL. TYPICAL RECORDED STRESSES IN
TRANSVERSE FLOORBEAMS
Tests of Transverse and Longitudinal Beams
75
FIG. 15
NEW YORK CENTRAL RAILROAD BRIDGE TESTS - TRACK NO. 3
70'-0 THROUGH GIRDER SPAN -TIMBER STRINGERS STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
70'-0 0. TO Q OF STEEL
2-4
T-
15 e>2-ljABT-32'-li%
I'-Oj
15 @2'-|JABT>32'-I^
2-4
TtTsPAN
NORTH —
rwiRE GAGES -^ | ^ 12 I 70-SPAN ' 13' "6 C. TO C. OF GIRDERS
FLOORBEAM NO I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
CROSS SECTION ON 1
OF
TEST
TRACK
TEST
TRAIN
SOUTHBOUND | NOfiTHBOUNO
LOCOMOTIVE TYPE ■ 3 - AXLE DIESELS
NYC 4030
NYC 4201
NYC 4001
NYC 4021
NYC 4018
Rl 635
NYC 4009
RUN NO.
1
5
21
13
12
24
27
SPEED IN
MPH
17.7
18.8
24.1
342
36.4
272
29.0
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT |
51.0' SOUTH
OF t SPAN
40.9' SOUTH
OF t SPAN
77 2' SOUTH
OF t SPAN
75.5' SOUTH
OF <L SPAN
38.5' SOUTH
OF t SPAN
78.0' NORTH
OF t SPAN
505' NORTH
OF t SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
20
21
22
FLOOR-
BEAM
NO.
X
<
<n
o
X
<
S
if)
O
1-
<
X
<
5
en
o
<
IT
x
<
5
H
o
a:
X
<
<n
o
(E
X
£
CO
o
tE
x'
01
o
1
3.50
0.10
0.76
260
1.00
0.65
3.00
1.90
0.67
3.30
2.30
072
3.30
2.00
0.75
3.50
0.10
0.80
360
200
077
2
450
0.30
0.97
4.20
I.IO
1.05
4.60
3.50
1.03
490
3.80
1.70
3B0
3.70
0.86
4.50
0
1.03
4.80
340
1.02
3
5£0|0.30
1.21
5.10
1.30
1.27
5.50
4.40
1.23
5.70
450
1.24
5.30
4.60
1.20
4.70
OIO
1.07
480
3.60
1.02
4
460
0.30
1.00
4.00
O80
1.00
4,60
300
1.03
460
3.40
1.00
470
3.20
1.06
490
0.20
1.12
5.10
2.40
109
5
550
0.40
1.19
4.00
0.50
1.00
470
1.50
1.05
470
2.20
102
480
2.00
1.09
4.50
0.30
1.03
490
1.40
1.04
6
480
0.80
1.04
4.10
O90
102
460
1.20
1.03
4.70
1.20
102
4.90
160
l.ll
4.60
0.80
1.05
4,80
1.20
1.02
7
4.40
I.IO
0.95
3.70
1.30
0.92
4,30
1.30
0.96
4.40
1.30
0.96
450
1.40
1.02
4.80
1.30
1.09
4.70
1.60
1.00
8
6.60
460
1.43
4,30
3.60
1.07
5.10
2.90
1.14
5.10
230
l.ll
5.00
2.50
1,13
530
3.80
1.21
460
3.10
098
9
5.10
450
I.IO
4.50
420
1.12
5.10
4.30
1.14
5.10
3.80
1.11
5.10
410
1.15
5.00
4.70
1.14
530
420
1.13
10
3.60
3.00
0.78
3.60
2.60
0.90
400
310
0.90
4.30
4.00
0.94
4.10
3.50
0.93
350
2.80
0.80
3.60
2.40
077
1 1
3.80
3.30
0.82
3.50
2.90
0.87
410
3.30
0.92
4,40
420
096
430
3.40
0.97
430
3.70
0.98
460
350
0.98
12
3.80
3.60
0.82
2.80j2.50
070
350
320
0.79
3.50
3.20
0.76
3.40
3.10
077
340
3.10
0.78
3.70
360
079
13
470
4.70
L02
350
350
0.87
4.00
4.00
0.90
4.20
420
0.91
3.90
3.90
0.88
3.80
3.80
0.87
4.40
440
094
14
4.40
3.40
095
350
300
0.87
350
3.20
079
4.10
3.90
089
3.80
3.60
086
3.50
3.00
0.80
15
550
4.40
LI9
5.10
410
1.27
5.70
480
1.28
590
510
1.28
5.60
4.90
1.27
5.30
430
121
5.70
5.10
121
16
6.60
5.60
1.43
6.00
5 20^ 1.50
670
570
1.40
680
5.80
1.48
650
470
1.47
6.20
5.30
1.41
650
4.70
1.38
17
4.10
2.40
089
3.70 i 260 i 092
440
2.40
0.99
4.40
2.90
096
420
2.90
0.95
410
2.40
093
4.70
2,30
1.00
18
3.40
1.30
0.74
3.20
1.40
080
360
1.20
Q8I
3.70
1.30
081
350
1.20
079
3.20
1.40
073
360
I.IO
077
19
420
1.30
0.91
3.50
1.20
0.87
3.10
0.60
070
3.40
0.80
074
320
0.70
072
3.80
1.30
0.87
430
0.70
0.92
20
490
1.80
1.06
440
1.40
1.10
4.60
O40
1.03
4.50
050
0.98
4.20
0.50
0.95
4.60
1.80
1.05
4.90
0.40
1.04
21
4.50
i80
0.97
3.90
1.60
0.97
430
O20
0.96
3.90
0.30
0.85
3.50
020
079
4.30
2.30
0.98
4.80
020
1.02
22
4.30
370
0.93
420
270
1.05
4.40
0.10
0.99
460
0
1.00
4.40
0
1.00
4.30
330
0.98
4.60
0
0.98
23
5.00
4.40
1.25
5.30
0.10
1.19
5.60
0
122
5.70
0
1.29
5.20
4.40
1.19
5.40
0
1.15
24
3.90
3.10
0.84
390
3.10
0.97
4.30
0
096
4.40
0.10
0.96
440
0.10
1.00
4.10
3.20
093
4.50
0
0.96
AVERAGE
4.62
4.01
446
4.59
442
439
4.69
STATIC *
5.20
4.61
5.20
5.20'
5.20
5.02
5.20
DYNAMIC*
7.32
6.49
732
7.32
7.32
7.0&
7.32
STRESSES SHOWN ARE TENSION VALUES IN KSl.
'MAX." ARE MAXIMUM RECORDED STRESSES AT EACH FL00R6EAM
"SIMULT."- SIMULTANEOUS STRESSES WITH MAXIMUM STRESS AT FLOORBEAM 13.
"RATIO" OF RECORDED MAXIMUM STHESS TO AVERAGE RECORDED MAXIMUM STRESS.
•area design FOR BEAMS OTHER THAN FLOORBEAMS 12 AND 13.
76
Impact and Bridge St resses
FIG 16
NEW YORK CENXRAL RAILROAD BRIDGE TESTS -TRACK NO 3
70-0 THROUGH GIRDER SPAN-TIMBER STRINGERS STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
70'- 0 0. TO Q OF STEEL
15 (»2-t)ABT»32'-l4
NORTH —
't! SPAN
l9 02r-l|ABr>32-lj|
Z'-A
Jiiiiiiii;intK5iiiijjijiiii
^I'WIRE GAGES ' ^12 I 70-SPAN • l3'-6 C. TO C. OF GIRDERS
FLOORBEAM NO I 2 3 4 5 6 7 e 9 10 n 12 13 14 15 16 17 IB 19 202122 23 24
CROSS SECTION ON t OF TEST TRACK
TEST
TRAIN
NORTHBOUND
SOUTHBOUND 1
3-AXLE DIESELS
LOCOMOTIVE TYPE; 4-8-4
0-8-0
NYC 4028
NYC 3202
NYC 6020 1 TENDER
NYC 6021 1 TENDER
NYC 7576
RUN NO.
10
23
29
B
25
SPEED IN
MPH
446
45 9
4.7
288
188
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT
FIRST DRIVER AT I
52.0' NORTH
OF %. SPAN
99.4" NORTH
OF t SPAN
AT t
OF SPAN
82 1' SOUTH
OF 1 SPAN
76' SOUTH
OF t SPAN
770' SOUTH
OF t SPAN
6 8' SOUTH
OF %. SPAN
COL NO 1
2
3 4
5
6
7
8 1 9 1 10
-n
12
13
14
15
16
17
18
19
20
21 22
FLOOR -
BEAM
NO.
<
S
^ 0
i 5
in tc
X
<
2
S
in
0
1-
<
X
<i
5
!d 0
i 5
i7) 0:
X
<
s
i
01
0
l-
<
X
<l
Z
_l
S
in
0
1- .
<i
X
<
S
in
0
X
4
Z
*:> 9
z <
in «
1
4 40
3.00 086
3.80
1.60
0.85
5.30
0.10 0.85
4,60
280
075
490
060
082
4 10
240
064
4.70 040 1 0.80
2
5.30 430 1 03
4 50 330'
100
6 30'0 20ll,0l
620
4 30 1.01
6 90! 3.30
1 15
6 70
5 6O1 1 04
630 020' 107
3
5.70 4 60 III
5 10 390
1.14
620 0 60 100
600 5 10 0 98
700 4 50 116
740 680 1 15
6 10 0 20 103
4
4 90 470 096
480 2 80
1,07
670 130 108
680 5 6ol III
6 IOI39O 101
670 5 80 104
670 040 1 13
5
6 60 2 60 129
4 40 1.40
098
6,20 1.20 1.00
630 5 20 103
580 4 10 097
6 70 6 00 104
610 0 30 103
6
5.60 190 109
460 1 20
103
6.20 220 100
630 570' 103
590 480 098
6 70 5 70 104
620080 105
7
460 130 090
4 60 1 30
1,03
6 20 2 60 100
620 540 101
5 50 400 092
6 205 10 0 96
580 1 20 098
8
5.80 2 40 1.13
5 00 2 70
1.12
5 20 330 084
570 5 10 093
6 10 5 10 101
6 90 5 90 107
6 30 3 00 106
9
6.40 410 125
490 3 90
109
6 40 3 70 103
640 5 60 104
580 5 50 097
720 6 10 1 12
6 10 4 50 103
10
4 10 3 70 oeo
3 60 2.20
080
4 10 2.60 0.66
4 40 3 90 072
5 30 3 90 0 88
570 5 30 089
4 40 360 0 75
II
4.30 4 20 084
4 60 3 00
1031570 4300,92
5 50 500 O90
5 10 450 085
570 5 40 089
590 5 30 100
12
3.90 3.90 076
340 260
0761460 4 20 0 74
440 420072
4 4O440 0 73
4 90 4.80 0 76
4 80470081
13
5.40 5 40' 105^
4O0 400
089
5 30 5 30 085
5 40 5 40 088
530530 088
6 20 6 20 096
600 6 00 102
14
5.90 5 90 1 15
3 50 320
078
5 20 4 70 0.84
5 40520088
5 50 4,30 0 92
590550 092
490480083
15
5.70 5.60 III
5 60 4 30
125
720 6 3011.16
770 650: 126
700 600 1 16
7706,50 120
730 6 90 124
16
6.70 6 10; 131
6205.10
138
840 840[I35
8 7015 80 142
790' 750 1,31
8 50 5 20 132
790 690 1 34
17
4.lO;3 20 080
430 280
0 96
680 5 90! I09
6 80. 190 111
5 80^4 40 097
6 10 1 50 095
580
4 70
4 10 098
IS
5.6011 80 I09
360 140
080
5.80 4,90i0.93
5.60 1 10 10.91
570 400 095
5901090092
1 90 OBO
19
350; 100 068
400 130
089
6 40 5 80 103
5 80 0 60 095
5l0[3 50O85
5 20030 081
520 L40 0 88
20
440 0 80 0 86
4 60 1 10
103
6 60 5 60 : 106
6.00 0 30:098
6 00 360 1 00
6 10 0 10 0 95
5.70,1,10,0 97
21
4.00 040 jO 78
4 50 1 10
1.00
700 5 20 112
6 50 0 20 103
6 10 260 101
580; 0 ^090
6 20a80Tl05
22
6 20|0 30! 121
4 40 140
098
700 560 112
640 010 : 1 04
6 80 340 1 13
710
0 100
6 30 0 80! 1.06
23
550iO 10 1 107
520 360
1 16
790 6 10: 127
780 040 127
780 540 130
790
-0.10 123
680 120 115
24
42bi 0
082
4 20 370 0.94
6.40,3 20 1X33
640; 0 104
6 30 4 50 105
680
■Q20 106
5 80 130 0.98
AVERAGE
5.12]
448; 1
6.22 1
6.13 1
60I
6.43
591 1
STATIC
520
494
684
6 58
684
658
694
DYNAMIC
7 32
6 94
II 00
9.25
II 00
9.25
11.15
INDICATES
FOR OTHER
COMPRESSION
NOTES SEE FKJ. 15
Tests of Transverse and Longitudinal Beams
77
FIG. 17
NEW YORK CENTRAL RAILROAD BRIDGE TESTS -TRACK NO. 3
70'-0 THROUGH GIRDER SPAN- TIMBER STRINGERS STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
Jd-O 0. TO 0. OF STEEL
2'- 4
15 @2'-||ABT'3 2 j-lft
I'-OJ
15 ®2'-ljABT»32'-lft
2'-4
I NORTH <- '^SPAN I
iiiiIiiIIII5Iftri;jv^Ij;jIIItiiit
r WIRE GAGES ^'^ ^12 I 70-SPAN = l3'-6 G. TO C OF GIRDERS
FLOORBEAM NO I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 202122 23 24
CROSS SECTION ON t OF TEST
TRACK
TEST
TRAIN
SOUTHBOUND | NORTHBOUND |
0-8-0
LOCOMOTIVE TYPE- 4-6-4 |
NYC 7387
NYC 5410 1 TENDER
NYC 5235 1 TENDER
NYC 5442
NYC 5321
RUN NO.
19
14
9
7
.18
SPEED IN
MPH
236
14,1
23.7
401
420
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT 1
8.0' SOUTH
OF t SPAN
11.9' SOUTH
OF t SPAN
82.7' SOUTH
OF t SPAN
I.I' NORTH
OF t SPAN
43.7' SOUTH
OF t SPAN
6.6' NORTH
OF t SPAN
54' NORTH
OF t SPAN
COL. NO. 1
2
3 4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
20
21
22
FLOOR -
BEAM
NO.
X
<
i g
in ! Q:
X
<
5
b
3
CO
O
1-
<
xi
<
2
-I
o
<
cr
X
<
H
=)
s
en
o
(-
<
q:
X
<
5
•3
S
to
O
X
<
5
K
-1
=5
5
CO
O
H
<
q:
X
<
5
3
5
en
O
a:
1
4.40 0.50 ;0.76
4.10
0
0.67
4.20
2.30
068
4.00
OIO
0,75
3.70
2.20
0.67
5.90
1.00
0,90
4,70
1,20 0 74
2
6B0 0.80 1.18
5.70
OIO
0.93
6.20
4.90
1,00
550
O40
I03
600
440
I08
7,50
480
1,14
7 10
480' 1,12
3
7.00 1.20 1.21
6.70
0.20
I.IO
730:6.30 1-18
6 10 0,60 1,14
700,5,10: 1,26
a 10 590 1,24
780 570 1,2 3
4
6.20 1.00 1.07
5.60
0.60
092
6 10 5,30 0,99
5 70 1,10 1,06
6,00440 1,08
6 70 4,50 1,02
6,30 4 80 1.00
5
6.10 0.90 1.06
5,90 070 ,097
6,50 580 1 05
^550 1.20 1,03
600 390 108
6,90 400 105
6 20 4,50 0,98
6
590 140 1.02
5 60 140 092
620 5,80 lOO
5 30 2 10 099
5 80 2 80' 105
650! 410 ,0.99
6,20
4 10 ,098]
7
5.60 2.70 0.97
5,40 1,80 0,88
5 801540 0,94
480:2,10 0,90
5,20i 1.50 0,94
530
3,20
0,81
5,30
3,30
0.84
8
6.40 5.60 1 II
5,50^2,90 'o,90
6 3(515,70 1,02
5.20
3,10 J097
630' 1,90 1 14
6.30
4.70
0,96
5,30
500
084
9
670 5 90 116
5,90 '3,30 0,97
6,60 5.90 1,07
550
330 11,03
6,30 2,60,1,14
6.70
590
1.02
5.70
5,40
0.90
10
490 4.30 085
4,60 '2.50 075
500:4.30 0B:
4,50
2,90 10,84
470 1,70:0,85
530
4,10
0.81
4.50
370
071
II
5.60 4.10 0.97
5.20 4,00 '0 85
5,60 510 0,91
4.80, 3. 90 ;0 90
5,00 420'0,90
610
4.50
093
480
4.10:0.76
12
4.60 4.20 0.80
4,60,4 20 075
470 470 0,76
4,00 390 075
4.50 410 0,81
4,80; 410 073
520
4.80082
13
5.50 550 0.95
6O0 6O0 098
5,80 5,80 0,94
4.90 4.90 092
5,10 5,10 092
6,10 6,10 :093
560
5.60 08 9
14
430 430 075
5,805.30 095
5,60 5,20 0,91
4.90 4.40 0.92
510 4 80 0,92
5,70,5,00 ! 0,87
5.20
4,90 0,82
15
7.00 6.50 1,21
7,70 2,90,1,26
770 6.50 1.25
6.70 530 1.25
6.70. 580 1,21
780
6,20
1.19
7.40
640 1.17
16
780 630 1.35
900
2.70 1.47
8,70 5,20 1,41
800
6,80
1,49
7.60 4.90 1 137
890
8-00
1.36
8.60
8.20
1.36
17
540 2.80 0.94
6.40
1.40,1.05
6.10 i 1.40 0,99
5.60
450
104
5.30 1.70,0.96
5,30:4,30
0,81
590
5.30
093
18
5.20,1.30 0.90
5.80 ;4,20, 0.95
5.50 0,90 0,89
480
3,40
090
4.90 100O89
5,60|300'0,86
5.20330
082
19
3.60 0.60 0.62
5.60 4.20 0,92
4,90 0,40 079
4.40 3,10 082
4O0 080 0,72
5,70,2,00,0.87
8,10 1.90
1.28
20
5.80 070 101
6.60 5.20; 1.08
6,10 0,10 099
5.20 4,30 097
5,00 1,60 090
670,2,30, 102
690 2.90
1.09
21
5.60 O60 097
6,70 4,30 1 10
610 0 099
5,00 3,20 093
500 2,40 090
6,80: 1.70; 1.04
700 2,30
111
22
5.70 090 099
730 380 U9
690 0 1,12
580 340 108
6 10 '430; 1 10
74o|l,8ol 1,13
750 2,10
1,19
23
6.90 2.00, 1.20
830
510 1,36
790
0 1.28
670
4,90 1,25
650;6,30 1,17
8,00 1,80
1,22
8,40
1,80
1,33
24
5.40 1.90 jO.94
6.40
3,50 1 1.05
640
0 104
550
3.80 1.03
5,20 5,10^0,94
710
0,60
1.08
680
0.50
1,08
AVERAGE
5.77
6.11 1
6,18
5.36
5.54 [
655
6.32
STATIC »
6.94
644
6.58
6.20
6.21
6.4 4
6.20
DYNAMICS
11.15
10 36
9 25
9.95
8 75
10.36
9 95
FOR NOTES SEE FIG. 15
78
Impact and Bridge Stresses
FIG IB
NEW YORK CENTRAL RAILROAD BRIDGE TESTS - TRACK NO 3
70'-0 THROUGH GIRDER SPAN- TIMBER STRINGERS STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
7tf-0 a TO 0 OF STEEL
2'- 4
lsOZi-liABT'32'-lt
Iroi
IS02'-||aBT-32'-iH
I* WIRE GAGES
FLOORBEAM NQ
1 1 I I I I I
'. GAGES —^
— — liTsPAN
I ^12 I 70- SPAN -IS-G C TO C OF GIRDERS
5 6 7 8 9 10 II 12 13 14 15 16 17 16 19 20 21 22 2324
CROSS SECTION ON t OF TEST TRACK
NORTHBOUND
SOUTHBOUND
LOCOMOTIVE TYPE 4-6
Rl 890
Rl 922
RUN NO.
22
28
SPEED IN
MPH
288
59.6
22 4
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
AT t
OF SPAN
17' NORTH
OF t SPAN
l.r NORTH
OF t SPAN
9.7' NORTH
OF t SPAN
9.1' NORTH
OF t SPAN
04' NORTH
OF t SPAN
0.i SOUTH
OF t SPAN
5.8" SOUTH
OF €. SPAN
COL NOl
FLOOR -
BEAM
NO
^ P
in
^n
3 50 010 069
380 100 074
560'3.20'lO9
370 090 064
340 060 0 55
320 0 0.60
390 0 076
620060 I 22 6.50 360 126
5 10 080 100 540 3.60 I04
640 4.20 125
540 2.90 105
5.30 090 104 5502B0 106
4 80 2 20 094
520 160 102 1530 2 20 102
4 50 170 088 460 170 089
520 2 50 102 540 300 104
540.310 106 520 420 100
460;270 090 4 202 900 81
4.5013.80 088 440 370 085
490290096
47oToo"092
sso'sooTot
5 80'5j40" M3_
430^4 20~0 84
480 480 094
3B0i3e0 075 1440 430 085
*.60;4.60 090;470 470 091
460 390*089
450 410 Ofl8
6 50 6.10^ 1.27
500 4XX) 098 430
440 3300.86 4 10
420 260 082 390
660 5.70 127
720 710 139
10^270^ 1 00
470*190*092
5 502 40 1 08
650*340 127
52O'l70'l02
360 083
230079
170 075
196*096
I.50'l06
I20J08
100*126
040 100
380 370 074
4B0^4K)*034
4 40 380086
650Jt 20 I ZY
740 400 144
460 I 40^090
4 5ojo6'oe8
4 40 080 086
560 0 80 1.09
5,10 '0.50' 100
510 0 30 100
590010*115
480 0 094
6,20 1,50 107
560*170 *|.00
670 190 116
6^20190 107
530'2 30"0 92
5 70*2 20099
460*2 90080
530*3 70 092
420*340^073
530*5 10*092
440 430 076
600*6 00* 104
5 305 10 092
690 6 10 1 19
8 20620142
560*390097
4 80*2 20^083
4,80 2 10 063
5 90 2 10 102
6eo'i5o'iie
670 140 1 16
8 10 140 140
6^20*040* I07
5.7^ 1.60 092
690 190 111
6 50340205
630^370*1,02
520 2"90'084
486*2 40077
5.90*380'095
7105901 15
5 90^4 40095
6 204 80 100
5 80 500 094
780*7 80126
6 20*6 20' 100
f 80 6K)' I 26
760 740 123
500*4 10 08 1
4 502 0007 3
440 130 071
6 50J^60 105
680 iTo'no
840J00_I36
790 090 127
600*040'097
530020 0 99
640 0,40 1 19
5 5o'070J03
5,90070' 1,10
5 5o'l26'roT
480'i20 096
520*^20'097
5 002 800 93
410 280 0 77
4 60 4 00066
410 410 077
5 20*520*097
510^4 80*095
700 650~ijl
790 760 147
5 20*4 50'697 ■
450 360084
420'2,e0'078
5 50'300"l0*3
5,40"2 66' 101
640 2 30 119
710 340 132
5 50 180*103
500020098
5 2602*0* 102
560070 109
500080 098
5 30" 140* 16*4*
5001 80*098
4 80*2 80 094
500 3 20 098
340'2 4O066
4604 10090
4 20 3 80 082^
480 4 800.94
4 20 4 10^0 82
640 600 125
700 680J37
5 40460 106
4 30*3 90*0 84
4 50 360 068
560 330 109
6 10 250* 1, 19
540 290 106
670 390^31
54o"l.90K)6
670 150 120
580 190 104
660 2 40 lis
580 250 104
500 2 50 090
550'400'099
540 4 90097
400 390 072
516 450 032^
4.20 380*075
5 50 5'50l)99"
510 510 092
700 600126
780 640 140
520 340093
4 40 2jo6*079
4*00 1 60 0.72
610 270!l 10
510
518
578
620
536
512
6.35
FOR NOTES SEE FIG 15
Tests of Transverse and Longitudinal Beams
79
•KNEE BRACES
EAST BOUND
PLAN
3.5'
^
_a
IL
FLOORBEAMS-151 50
LOCOMOTIVE POSITION AT 4.8 MPH
^T ill iTTrr ii'riTiT 1 rfn
LOCOMOTIVE POSITION
AT 79.4 MPH
/"CONCRETE LINER
^ STEEL FLOOR PLATE
2 3 4 5 6 7
9 10 II 12 13 14 15 16
FLOORBEAMS NUMBERS
23 e r-3|ABT= 29- II
17 18 19 20 21 22 23 24
SECTION ON i. OF TRACK
NOTE'
RAILS- 127 LB. N.YC
TlES-7x9xe-0
gl'-7 C.TOC
10 -
^
9 ■
z
o
8 P
o
7 t>j
in
6 in„
O H
, CE O
5 »<
4§i
(/)«
»(/)=>
^ Ul _]
(TO.
<
1 UJO
FLOORBEAM NUMBERS
MAXIMUM STRESSES
r-48 MPH
I—7SA MPH
t~
j
X
y
T
^
^t-<l
/(
(=d
Ir
/
4^
1
N
s.
V
/
\
■^
S
/
s
^
►— <
y
^
r
\
r
'"V
V
^
A
<
s
/
^j.
k
>ri
/
!--(
M
r
r
1*— (
y
-x^
y
0 ^'i
5 §
48
u
2
I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 IS 19 20 21 22 23 24
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES
LOCOMOTIVES 8 SYMBOLS
• RUN 2- NYC 6021 (4-8-4) (5794 MPH EB
O RUN 12- NYC 6011 (4-8-4) @ 4.8 MPH E B
FOR TABULATION OF STRESSES SEE FIGS. 20 TO 24 INCL
NOTE: l"-SR4 WIRE
GAGES WERE
USED IN THE TESTS
NYC.R.R. BRIDGE- TESTS
39'-0i GIRDER SPAN
BALLASTED CONCRETE AND STEEL FLOOR PLATE
LOCATION OF GAGES AND
TYPICAL RECORDED STRESSES IN
TRANSVERSE FLOORBEAMS
80
Imp a ct and Bridge Stresses
FIG 20
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
39-Oi THROUGH GIRDER SPAN - BALLASTED CONCRETE LINED STEEL PLATE FLOO»
RECORDED
STRESSES IN TRANSVERSE
39"-0j C TO C OF BENTS
FLOORBEAMS
23 @>r-3tAar'29'-ii
T
iiiiiniiiiiiit(ifiiiiniiiniii
r WIRE GAGES-^-^ M>.|5 I 50-SPAN-ll'-5 CTOC OF GIRDERS
FLOOHBEAM NO I 2 3 4 5 6 7 8 9 10 M 12 l3 l4 l5 l6 17 16 19 2021 222324
CROSS SECTION ON 4. OF TEST TRACK
TEST
TRAIN
EASTBOUNO 1
2-AXLE DIESEL
3-AXLE DIESEL LOCOMOTIVES
NYC 3501
NYC 4009
NYC 4202
NYC 4029
NYC 4005
NYC 4023
RUN NO
5
19
14
II
7
21
SPEED IN
MPH
68 7
61
69
477
655
704
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT
1012' EAST
OF t SPAN
809" EAST
OF ». SPAN
737' EAST
OF «. SPAN
80.3' EAST
OF t SPAN
78 2' EAST
OF «. SPAN
80.1' EAST
OF «. SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
IB
19
FLOOR-
BEAM
NO.
X
<
2
!3
z
S
oc
X
z
Z
o
CE
x
<
z
z
o
<
X
<
z
3
Z
VI
O
<
X
<
z
b
3
Z
o
1-
<
q:
X
<
z
S
o
i
1
2.20
1.70
1.20
1.90
0.10
1.34
1.90
0.40
1.57
220
0.40
1.49
2.60
1.10
1.29
220
0.30
1.20
2
2 00
100
109
160
010
113
180
040
149
1 90
040
128
2.50
lOO
1.24
2 00
0
L09
3
1 50
070
082
1 10
0.10
078
1.20
O40
099
140
050
095
2 20
100
109
140
0.30
0.76
4
1 50
060
082
1.10
OlO
0 78
100
0.40
083
140 060'O95
190 100
0 94
140
O40
076
5
2.20
080
120
1.60
0.40
1.13
1.40
0.70
1.16
180
090
1 22
2 20 120
I09
1.90
OBO
103
6
180
0 60
098
110
0 40
078
no
050
0.91
180
120
122
190
100
094
150
080
082
7
2 20
1 10
120
180
100
1.27
160
130
132
190
150
128
2 40
160
119
2 10
1.70
114
8
2 20
080
120
160
1 10
113
150
1.30
1.24
170
120
1.15
2O0
130
0 99
230
1 30
2.00^
190
125
9
140
060
077
1.10
0.90
078
100
0.90
0.83
1.20
1.00
o.ei
1.70
1 20
084
1 14
100
071
10
180
100
098
1.40
120
099
130
1.20
Ij07
1.40
1.30
0.95
2.30
1.90
1.80
1.09
II
140
100
077
120
no
085
090
080
Q75
110
1 10
074
180
1.70
089
150
140
082
12
100
1.00
0.55
070
0.70
0.49
060
060
050
100
1.00
068
120
120
059
lOO
lOO
034
13
170
1.70
0.93
120
120
085
080
0 80
0 66
080
080
054
160
160
079
130
130
071
14
220
2 20
120
1.50
1.50
106
120
120
099
120
120
081
2 20
220
109
190
190
103
15
170
170
0 93
090
0 90
063
0 70
0 70
0 58
090
090
0.61
140
1.20
069
130
1.30
071
16
1.10
110
0 60
080
0 80
0 56
060
0 60
0 50
0 70
0 70
0 47
120
100
059
130
1.20
0.71
17
140
090
077
130
no
092
1.10
100
091
120
100
081
170
140
084
180
130
098
18
2 30
no
126
2.10
160
148
1.40
130
1.16
1.90
1.40
128
2 70 '2 00
1 34
270
180
147
19
160
050
087
200
1.50
1.41
1.00
O90
083
1.30
1.10
088
IBO 090
089
^10
1.40
1.14
20
2.30
100
126
170
130
120
140
1 10
116
160
1 20
108
220 070
1 09
2 30
130
125
21
190
060
104
140
090
099
0 70
0 50
058
120
080
081
190 0 40
094
2 00
0 90
109
22
240
090
131
2 10
120
148
160
100
132
2 00
100
135
240 040 119
2 50
100
136
23
250
070
137
130
090
092
180
O90
149
220
100
149
260,050 , 129
2 50
080
136
24
170
O50
093
160
O70
113
140
060
116
170
080
1 15
2 10 1050 104
200
0 70
I09
AVERAGE
183
142
121
1.46
202
184
STATIC *
296
3 29
291
329
OYNAMICM
4 17
4 63
4 10
463
NOTE STRESSES SHOWN ARE TENSION VALUES IN KSI.
"max: ARE MAXIMUM RECORDED STRESSES AT EACH FL00R8EAM.
'SIMULT."- SIMULTANEOUS STRESS WITH MAXIMUM STRESS AT FLOORBEAM
TfATIO'OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM
#AREA DESIGN.
13.
STRESS.
Tests of Transverse and Longitudinal Beams
81
FIG. 21
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
39'- Oi THROUGH GIRDER SPAN - BALLASTED CONCRETE LINED STEEL PLATE
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
39'-0-i C TO C OF BENTS
23 @ r-3|ABT=29'- II
t SPAN
1 1 r in II 11 n I M n 1 11 1 n u 11 1 1 1
I" WIRE GAGES '^"^^ ^15 I 50-SPAN = ll'- 3 C TO C GIRDERS
FLOORBEAM NO^ I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
CROSS SECTION ON t OF TEST TRACK
TEST
TRAIN
EASTBOUND
3-AXLE-DEISEL LOCOMOTIVES
NYC 4024
NYC 4034
NYC 4019 1 3-AXLE CAR
NYC 4014
NYC 4018
RUN NO.
22*
17
26
25
3
SPEED
IN MPH
74 1
75 1
76.1
79 4
804
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT
79 9' EAST
OF t SPAN
81 0' EAST
OF \ SPAN
83 1' EAST
OF t SPAN
5963' EAST
OF t SPAN
796' EAST
OF t SPAN
784' EAST
OF t SPAN
COL NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR-
BEAM
NO.
X
<
2
_i
in
O
X
■a
2
1-
3
en
o
<
X
<
5
-J
in
O
1-
<
a.
X
<
2
3
S
o
<
X
<
1-
_i
=3
s
1/1
O
<
X
<
3
01
g
1-
<
1
240
0 30
1.26
2 50
0 20
126
2 40
020
1,33
1,80
0 90
1 44
2 20
050
1 24
2 40
050
1.30
2
2 20
0 30
1.15
230
040
1 16
2 10
0 30
1 16
150
0 60
1 20
2 00
0 60
1 12
2 10
040
1.14
3
170
030
0 89
170
0 10
085
1 40
0 30
0.77
1.00
050
0 80
1.50
0.40
084
1 70
060
0 92
4
150
0 30 0 79
1 60
0.30
0.80
1 40 : 0.20
077
0.90
040
072
1.50
0 60
084
160
0 70
0.86
5
2 00 1 0 80
105
2 00
0 50
1 00
190
O50
1 05
1 40
060
1.12
1 90
1 30
107
200
1 00
1,08
6
1 40
0 60
0.73
190
090
095
1 30
O20
0 72
1 00
0 40
0 80
1,40
100
079
160
100
0.86
7
2 10
140
1 10
2 30
1 30
1 16
2 10 10 80
1 16
150
0 80
1.20
210
1 80
1 18
2 10
1 50
1 14
8
2 20 ! 1 20
1 15
2 10
1 00
106
2 00 O70
1 11
1 40
0 70
1 12
1.90
1 30
1.07
2 10
1 40
1 14
9
130 1 1 10
0 68
1.40
1,10
0,70
1,20
0.60
0 66
0 90
0.40
072
1,10
I 10
062
1 30
1 20
070
10
1 90 1 70
1 00
2 20
2 20
I.I 1
1 80
1 40
100
1 30
100
1 04
180
1 80
1 01
190
1 80
103
1 !
1.60 1 40
0 84
1 50 1 1 30
0 75
150
1 20
083
1,10
080
088
150
1 50
084
160
1 40
086
12
1 10
1 10
058
1 20
100
0 60
1,00
100
0 55
0 70
0 70
0 56
100
100
0 56
1 20
1 00
0 65
13
150
1 30
0 79
160
1 60
0 80
150
1 50
0 83
1 10
1 10
0 88
1 70
1 70
0 96
1 50
1 50
081
14
1 80
1 80
0 94
2 00
2 00
1 00
180
1 80
100
1,30
120
1 04
160
160
090
180
180
0 97
15
1.40
130
073
1 50
1 50
075
130
120
072
090
080
0 72
1 20
1 20
068
1 20
0 90
0 65
16
150
1 10
079
1 40
1 40
0 70
1 40
1.20
0 77
0 90
0 70
0 72
1,20
120
0 68
0 90
0 60
049
17
180
130
094
180
1 50
0 90
180
1.70
100
120
070
096
160
130
0 90
170
100
0 92
18
280
190
147
2 70
2 10
1 36
250
2.20
138
180
100
144
2 40
1 80
1 35
2 70
150
146
19
2 30
.130
1 20
2 50
2 10
1.26
170
1 30
094
1 10
0 50
0 88
2 10
1.40
1.18
170
090
092
20
2.40
1 10
126
230
180
1 16
2 10
1 70
1 16
1 40
0 40
1 12
230
1 10
129
2 20
080
1 19
21
2 00
070
105
2 10
160
106
2 10
1 40
1 16
1,20
0 30
096
180
100
101
180
060
097
22
2 40
0 90
126
2 70
2 10
1 36
2 60
180
144
1 60
0 20
128
2 60
080
1 46
2 40
0 80
130
23
2 60
0 50
136
2 50
2 00
126
2 50
180
138
1.70
0.10
1 36
250
080
1 40
2 70
0 90
146
24
200
0 30
105
2 00
130
100
2 10
1 20
1 16
1 40
0
1.12
1 90
0 60
107
2 10
090
1 14
AVERAGE
191
1 99
1.81
1 25
1 78
1 85
STATIC*
3 29
3.29
DYNAMICS
4 63
4.6 3
NOTE ♦
SIMULTANEOUS READINGS FOR RUN NO 22
FOR OTHER NOTES SEE FIG. 20.
TAKEN AT MAXIMUM FOR FLOORBEAM 12,
82
Impact and Bridge Stresses
FIG 22
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
39-Oi THROUGH GIRDER SPAN - BALLASTED CONCRETE LINED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
59-Oi C TO C OF BENTS
r " 23(j)i'-5|A8T«29'- n H
WEST
(. SPAN
r WIRE
floorbeam no
iiiinnnniiMiniiinuiiiii
«E GAGES — f-^ ^15" I 50 - SPAN • ll'-3 C TO C GIRO
giroers
2 3 4 5 6 7 6 9 10 II 12 13 I^J 15 16 17 IB 19 20 2122 2324
CROSS SECTION ON t OF TEST TRACK
TEST
TRAIN
EASTBOUNO
1
3-AXLE DIESELS
LOCOMOTIVE TYPE 4-8-4 |
NYC 4001
NYC 4011
NYC 6011
NYC 6021 1 TENDER
NYC 6005
RUN NO
20
8
12
2
16
SPEED IN
MPH
84 1
85.4
48
794
817
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT
FIRST DRIVER AT
819" EAST
OF t SPAN
775' EAST
OF t SPAN
35' EAST
OF t SPAN
14 5' EAST
OF C. SPAN
572" EAST
OF t SPAN
162" EAST
OF «. SPAN
COL NOI
2
3
4
5
6
7
8 9
10
II
12
13
14
15
16
17 18
19
FLOOR -
BEAM
NO
X
s
5
Z
O
<
S
Z
O
a.
X ^
I 1
O
5
q:
X
<
S
s
9
<
IT
X
<
s
5
s
O
9
5
1
2 20 0 1 13
280
O60 147
2 60 2.30
149
3 20 2 20 ' 105
310
2,80
131
350
3 10 ' 1.21
2
2.10 0 1 08 2 60
0 60
136
2 40
200 137 340 150 112
2 90
260 ' 122
340
260 1 17
3
1.70
OIO 087
180
OBO
094
160
160 092 2 40 120 079
240 '200 101
280
2 10 097
4
190
0.10 097
170
0 70
089
180
170 103 j 2 50; 120 0 82
250 200 105
260
190 090
5
2.20 iO 10 113
2.10
1.2 0
1 10
2 30
2 20 13! 1320 140 1 05
290 240 122
33 0
240 1 14
6
1.60 0 10
0 82 170
0 90
089
170
160 097 270 150 089
2 50 2 30 105
310
2 50 107
7
2.20 050
113 190
150
100
230
2 30 131 3O0 2 20 098
2 80 2 70 118
3 10
2 40 107
8
250 Q70
1 13 2 00
140
105
2 30
2 30 131 3 10 2 20 102
260 2 20 110
3 00
2 70 103
9
1.20 0 70
062 160
1 10
084
140
130 080 ! 2 30 2 00 076
200 , 190 084
200
170 069
10
1.90 1 1.30
097 220
1 80 1.15
1.70
170 ;097
330 2 70 1.08
2.70 J 2 30
1.14
2 60
2 60 0 90
11
L50 i 140
077 1 30
1 30 068
1.40
1,40 '080
260 2 20 085
2 10 j 1 70
08 9
2 20
2 10 076
12
110 : 1 10
056 ! 120
0 80 063
O80
0 80 1046
200 180 0 66
150 1 140
063
120
1 10 041
13
1.60 160
082 i 140
140 0 73
100
100 !0 57
3 50 3 50 M5
160 , 1,60 ;068
2O0
2 00 069
14
1.70 170
087 : 160
150 084
160
150 092
320,3 20 105
2 202 10 j093
2 80
280 097
15
130 MO
067 ' 120
100 063
100
090^0 57
240 2 40 0 79
1.40 0,90 1 0 59
220
2 20 076
lb
1.40 1 10
0 72 110
aeO 0 58
080
0 80 0 46
170 170 0 56
100 O80 042
170
170 059
17
IBO
M.30
092 1 70
1 10 083
150
110 0 86
260 240 085 i 170 140 072
2 50
170 086
18
2.70
l£0 1 38 2 70
ISO 141
220
150 126
4 30 3 80 141
300 2,30 127
400
2 10 138
19
2.40
1.30
1.23 1 170
1 10 089
150
100 0 86
300 2 20 098
2 10 160 089
350
150 121
20
2.50
1.30
1.28
2 20
100 115
180
110 103
3.90|2 50 128
2,60 1,80(110
3 70
1 50 128
21
200
100
103
180
070
094
140
0.80 080
320
2 00 105
2.10
140
089
22
2 60
120
133
250
1.00
131
230
1.30 1.31
4D0
3 00 1 1 3 1
3 10
1.90
1.31
400
180 138
23
2 70
1.30
1.38
2.70
1.20
1.41
2.60
1.40 149
430
310 j 1.41
3.30
220
139
4.40
2.30
1.52
24
230
0.90
1.18
2.30
0.80
1.20
200
1.10
114
330
2.50 1.08
270
1.50
1.14
320
1.80
110
AVERAGE
195
191
1.75
3.05
2.37
2.90
STATIC «
3.2 9
4.31
4.12
4 31
DYNAMIC^
4.63
6.93
5.84
693
FOR NOTES SEE FIG 2Q
Tests of Transverse and Longitudinal Beams
83
FIG.23
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
39'-0-i THROUGH GIRDER SPAN - BALLASTED CONCRETE LINED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
39'-0i C TO C. OF BENTS
23 (a)|'-3JABT'-29'-ll
WEST
t SPAN
iiiiiiiiiuiniMiniiniiiiiii
I" WIRE GAGES -^^-^ ^15 I 50 "SPAN ■= ll'-3 C.TO C. GIRDERS
FLOORBEAM NO.; I 2 3 4 5 6 7 8 9 10 M 12 13 14 15 16 17 18 19 2021 222324
CROSS SECTION ON t OF TEST TRACK
TEST
TRAIN
EASTBOUNO |
LOCOMOTIVE TYPE 2-8-4
LOCO. TYPE 4-6-4 |
PM 1217
PM 1223 1 TENDER | FRT CAR
NYC 5408
NYC 5234
RUN NO
10
27
9
13
SPEED IN
MPH
6.4
55.7
6.3
35.7
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT 1
8.9' EAST
OF t SPAN
12.0' EAST
OF t SPAN
78.9' EAST
OF t SPAN
744.8' EAST
OF t SPAN
5.0' EAST
OF t. SPAN
1.7" EAST
OF t SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR-
BEAM
NO.
X
<
</5 .
O
<
X
<
S
S
o
<
CE
X
<
en
o
<
X
<
ti
o
CE
X
<
g
<
CE
X
<
5
£
O
1-
<
CE
1
2.90
2.10
1.46
3.30
2.40
1.10
3.10
0.90
1.37
1.30
0.70
1.23
2.30
1.80
1.40
2.50
2.40
1.31
2
2.60
1.90
1.31
3.30
2.00
110
2 80
100
1.24
1.40
100
132
2.10
1.60
128
2.40
2.40
1.26
3
1.90
150
0 96
2.70
140
090
200
0.60
069
I.IO
100
1.04
1.50
1.20
0.91
1.80
160
094
4
190
1.70
0.96
2 70
170
090
1.90
0.60
0 84
1.00
100
094
1.60
1.50
098
1.90
170
100
5
2.50
2.40
1.26
3.10
2.60
1.03
2.10
O80
0.93
1.30
1.20
1.23
2.00
2.00
1.22
2,50
2.10
1.31
6
2.00
190
101
2.40
2.00
O80
1.40
0.50
0.62
1.30
1.30
1.23
1.70
1.70
1.04
1.90
1.80
1.00
7
2.60
2.50
1.31
3.10
3.10
1.03
2 10
1.20
0.93
1.30
1.30
1.23
2.30
2.30
1.40
2.50
2.20
1.31
8
2.40
2.40
121
2.90
2.90
0.97
2.10
1.30
093
1.20
1.00
1.13
2.20
2.20
1.34
2.40
2.10
1.26
9
1.50
1.50
0.76
2.00
2.00
067
140
I.IO
0.62
0.80
0.60
0.75
1.40
1.40
085
1.40
1.30
0.73
10
2.00
ISO
1.01
3.00
3.00
1.00
1.80
1.70
O80
100
O70
094
1.60
1.60
0.98
1.90
1.70
1.00
II
1.50
1.40
076
2.60-
.2.60
0.87
1.70
1.60
0.75
1.00
Q80
094
1.50
150
091
1.60
1.40
084
12
1.00
100
0.50
2.10
2.10
0.70
1.40
1.40
0.62
070
050
0.66
1.00
1.00
0.61
100
O90
052
13
1.20
1.20
0.61
2.70
2-.70
090
IBO
1.80
0.80
090
Q90
0.85
0.90
O90
0.55
1.20
1.20
063
14
1.80
1.80
0.91
3.00
3.00
1.00
2.40
2.40
1.06
0.80
O80
0.75
1.20
I.IO
0.73
1.80
1.80
0.94
15
I.IO
I.IO
056
2.10
2.10
O70
1.90
1.90
0B4
0.70
0.70
066
0.80
0.60
0.49
1.20
1.20
063
16
1.00
1.00
O50
2.20
2.10
0.73
1.90
1,80
Q84
0.70
O50
0.66
1.50
060
09I
1.00
1.00
0.52
17
160
1.50
081
300
3.00
.1.00
2.70
2.70
1.19
0.80
O60
0.75
1.30
1.20
079
1.50
1.20
079
18
2.50
2.10
1.26
430
430
1.43
3.50
3.30
1,55
120
050
1.13
1.90
1.80
1.16
2.20
1.50
1.15
19
170
1.30
086
2.70
2.70
090
2.20
1.90
098
O80
0.30
0.75
1.40
1.10
0.85
1.90
1.00
100
20
2.20
1.30
III
3.40
3.30
U3
2.70
2.40
1.19
1.10
0.20
1.04
1.70
1.30
1.04
2.10
1.00
1.10
21
170
0.90
086
320
2 80
107
2 40
200
106
100
020
094
1 10
070
067
160
0.60
084
22
2.60
1.30
1.31
4.30
3.60
1,43
330
2.20
1.46
1.50
020
1.41
210
1.30
1.28
2.40
Q90
1.26
23
300
1.50
1.51
4.50
200
1.50
3.20
2.10
1.42
1.50
0
1.41
2.40
1.20
1.46
2,80
0.90
1.47
24
2.30
1.20
1.16
3.50
1.30
1.17
2.40
1.20
1.06
1.10
0
1.04
1.80
1.10
I.IO
2.30
070
1.20
AVERAGE
1.98
3.00
2.26
106
1.64
1.91
STATIC*
4.07
3.92
DYNAMIC*
6.54
6.29
FOR NOTES SEE FIG, 20.
84
Impact and Bridge Stresses
riG24
NEW YORK CENTRAL RAILROAD BRIDGE TESTS-
39'-0i THROUGH GIRDER SPAN - BALLASTED CONCRETE LINED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
_^ 39'-0iC. TO C. OF BENTS
2 3 ©f-3| ABT. 29'-ll
WEST t SPAN 1
r^
I WIRE GAGES
FLOORBEAM NO
III iiiiiniiinHiiiiiiiiiiiii I
AGES -^-^ *^I5 I 50 -SPAN ■ 11-3 C. TO C. GIRO
GIRDERS
2 3 4 5 6 7 8 9 10 II 12 13 W 15 16 17 18 19 2021 22 2324
CROSS SECTION ON t OF TEST TRACK
TEST
TRAIN
EASTBOUND
LOCOMOTIVE TYPE 4-6-4
NYC 5260
NYC 5302 1 TENDER
NYC 5414
NYC 5260 |3AXLE CAR
NYC 5318
RUN Na
1*
18
15
23
4
SPEED IN
MPH
425
64 0
724
75 0
84 0
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
2.0' WEST
OF t SPAN
10.0' EAST
OF t SPAN
72.5' EAST
OF t SPAN
12.3' EAST
OF t SPAN
3.6' EAST
OF «. SPAN
796. J EAST
OF t SPAN
5.5' EAST
OF t SPAN
COL. NOI
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
20
21
22
FLOOR -
BEAM
NO
<
S
O
<
S
z
O
<
Z
z
(75
O
1-
<
a:
X
<
Z
Z
in
O
1-
<
x'
<
Z
5
z
(/)
O
X
<
Z
z
0
P
<
a:
x'
<
Z
z
in
0
1
280
2 20
134
340
250
143
350 1 20
148
3 20
1.80
1.27
3.30
2.80
119
1.80
060
1.40
3.60
260
1.21
2
2 80
2.00
1.34
3 10
230
130
3 20 O90
135
290
160
1 15
30o!2,60
108
140
050 109
340
240
1.14
3
200
150
096
210
160
088
2 301070
097
230
090
091
2 40 170
087
110
O60I085
280
170
094
4
200
150
0 96
2 20
160
092
2 40 jo 50
1.01
230
lOO
091
2 70J2 00
098
1,10
060 085
290
190
0.98
5
2 30
230
1 10
280
190
118
2 50 060
105
3D0il,20
1 19
3 10,3001112
1.50
070 1.16
3.60
2 50
1.21
6
2.00
ISO
0,96
2 40
150
1,01
170 1040
072
2,3o|l20
0,91
2 50il90l0.90
1.40
OSOi 109
2.90
2.10
038
7
2.302 20
I.IO
2 80 2 30
1.18
2 10 Q80
0.89
2,501 1.70 1099
2.90l2,70ilD5
1.40
0.90 109
3.10
2.50
1.04
6
2 30 2 00 MO
2,60 240il,l8
1.60 O60
068
^.50|l,20p.99 12.70
2 70 0.98
l.70l 100; 1.32
3.20
2,50
1.60
108
0.74
9
1,50 160 072
160 l6olo.67
1.00 O70
042
1.90; I.IO |b.75
1.60
1.60 0.58
100]0.70
078
2,20
10
220
2 10
105
230230
097
200 1.20
0.84
2 50,180
099
2.90
2 80:105
1.401 I.IO
1.09
2.90
2.30
038
II
ISO
1.80
086
1 80 ; 1 70
0 76
140
1.10
O59J2.00.1,90^
079
2.50
2.50
O90
1,1610.90
085
2 10
2.10
0.71
12
I.IO
I.IO
053
1.20
120
0.50
1.00
100
D42
l,2o!l.20
0.47
170
170
0.6I
0.800.80
062
1.50
1.50
05I
13
1.70
1.70
0.71
1,50
1.50
0.63
2,10 |2 10
083
200
2 00
0.72
0.90 0.90
0.70
2.10
2.10
071
14
^00
2J0O
084
2.10
2,10 0,89
2,601260 1.03
2.30
100
083
1.30 1.3b
101
2.70
2.50
031
15
1.40
1.40
059
1.70
1,70 1072
2,10
1.90 083
1.70
0.80
0.61
I.Oo1o,90
078
2 00
1.80
0.67
16
1.50
I.IO
0.63
180
1,60
Q76
1,80
1,80 071
1.50
0.70
054
0.90
0.70
070
1.80
1.80
0.61
17
1.90
1.40
OflO
2,40
1,90
1.01
220
1.90
0.87
2.30
0,80
0.83
1,10
O70
0B5
2.30
190
077
IS
2.90
230
1.22
3.70
260
156
3 30
2,70
1.30
3.70
1.20
1.34
170
1.10
1,32
400
3.00
1.35
19
2.70
2.30
1.13
340
180
144
2.40
160
095
350
O90
1,26
1,40
0.40
1.09
2.90
1.60
038
20
2.60
2 20
109
310
120
1,31
3,10 1200
123
360
070
130
140
030
1.09
3.90
170
1.31
21
2.30
190
097
270
080
114
240
140
095
3 20
0.50 116
100
020
078
330
I.IO
l.ll
22
3.30
230
1,39
350
100
148
350
220
138
410
070
148
170
0.10
1.32
400
140
1.35
23
3.50
2.30
1,47
350
0,80
1,4 8
3,70
2,20
146
4.10
0.70
1.48
L60
0
124
450
1.50
1.51
24
250
1.80
1.22
2.70
0.40
1.14
2.80
1.80
III
320
O50
1.16
1.30
0
101
340
1.20
1.14
AVERAGE
209
i38
237
2.53
277
129
^97
STATIC ^
3.92
3,92
3.92
4.07
3.92
3.92
DYNAMIC *
629
629
5.52
6.54
6.29
6.29
NOTE ••• SIMULTANEOUS READINGS FOR RUN NO I TAKEN AT MAXIMUM FOR FLOORBEAM 12.
FOR NOTES SEE FIG. 20.
Tests of Transverse and Longitudinal Beams
85
EAST TO SANDUSKY
KNEE BRACE
t NORTH GIRDER
FLOORBEAMS -28^ BG 175
WESTBOUND
LOCOMOTIVE POSITION S 3.8 MPH
^A
2
O
(?)
« (^ ®
_ WESTBOUND
2
o
1 '*-2'
LOCOMOTIVE POSITION S 39.0 MPH
^A
(i)
0 C^ (^
9 10 II 12 (3 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
236 r-IOi= 43- 1^
SECTION ON t OF BRIDGE
1 1 1 1 1 1 1
P
AREA DESIGN - DYNAMIC
1 1 1 1 1
r
AVERAGE MAXIMUM STRESS (39.0 MPH)
1
s
/^
- 39.0 MPH
t3
L^
JJ
b=-
^
y
k
,
A
\ ~^
w
u
-^
d::L
^
N
F3
r^
■^
r
^
^
<.
~^ '" — . — . — -^
-AREA DESIGN- STAT
IC
TtS
'A
V
-AVERAGE MAXIMUM STRESS (3.8 MPH )
3. 8 MPH -
J
1 1 1 11 1 1 1 1 1 1
1 1
(Tir
" s$
pirt
O^'-
o
tz —
o
E;^ —
>'
rt
^
;
c^
[f i
U)
r-
H^
i
"-|1 — hv
UJ
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-ol
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Q.
y
t TEST TRACK
8
!• 51' CURVE
7
5)
^
NOTE.
b
RAILS- 105 LB NYC
«i
o
„
TIES- 8" WIDE
4
o
<
SPACED BETWEEN
FL00RBEAM3
I 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
MAXIMUM STRESSES
^
F^
A
b
b>
-,
^
39.0 MPH -
-^
>
/
^
'■
^
H
'~~<
N
-^
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^
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V
— 3.8 MPH
H
k^
, -<
^
4"
1 1 1
1
n
^ o 1-18 B I B 64.5
o 2 L» - 6 K 6 X 4
8 DETAILS OF
2 K STRINGER
1 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES
LOCOMOTIVES AND SYMBOLS;
o RUN 1 - NYC 2872 (4-8-2) £ 3.8 MPH WB.
• RUN 12- NYC 2841 (4-8-2)6 39.0 MPH WB.
FOR TABULATION OF STRESSES SEE FIGS 26 TO 28 INCL.
NYC RR BRIDGE TESTS
93-5 TP.G. SPAN
OPEN TIMBER FLOOR
LOCATI(?tf OF GAGES , AND TYPICAL RECOJ^EO
STRESSES IN TRANSVERSE FLOORBEAMS
86
Impact and Bridge Stresses
FIG 26
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
93'-5 THROUGH GIRDER SPAN - OPEN TIMBER FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
9r-0 C TO C BEARING - NORTH GIRDER
42'- 3
23 g I'-IOt • 43'- li
i^a
EAST ^
WIRE
FLOORBEAM ^
lyiiiiij^niiniiiniin
GES-* — 28i BG 175 -^ SPAN » 30' • 6 C TO C GIRDERS
I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE 4-8-2
NYC 2872
NYC 2784
NYC 2877
NYC 2744
NYC 2841 1 TENDER
RUN NO.
1
7
2
10
12
SPEED IN
MPH
38
54
6.9
38 6
39 0
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
19' WEST
OF i FB 12
6 5' WEST
OF t FB 12
59' WEST
OF i FB 12
4 7' WEST
OF t FB 12
4 2" WEST
OF t FB 12
44 3" WEST
OF t FB 12
COL NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
.15
16
17
18
19
FLOOR-
BEAM
NO
1
_i
s
10
o
1-
<t
(E
X
<
Z
I-
Z
o
<
X
<
Z
t-
-j
=)
Z
g
<
q:
X
<
Z
z
O
1-
<
X
<
Z
K
3
Z
in
g
t-
<
(E
X
<
Z
(-
-1
Z
o
t-
4
1
3 20
0 25
1 06
370
0 50
1 15
305
0 70
1 06
425
0 85
1 27
3 60
2 20
1 18
2
3 35
0 55
II 1
3 55
070
1 10
3 20
1 10
1 1 1
4 60
1 30
121
3 85
0 85
1 15
3 20
1 70
105
3
2 85
060
0.95
300
0 70
092
2 75
1 10
0 95
3 50
100
092
300
0 80
0 90
2 80
1 60
092
4
275
065
092
3 00
085
092
2 75
1.25
0 95
3 50
1 10
0 92
320
105
096
3 15
1 55
104
5,
285
0 80
0 95
2 75
1 15
0 85
2 80
160
0 97
3 10
1 30
0 82
2 85
1 20
0 85
2 90
1.20
0 95
6
2.75
095
0 92
2 70
1 35
0 84
2 45
1 60
0 85
3 05
160
080
2 80
1 45
0 84
2 70
1 05
0 89
7
305
1 25
1 01
3 05
1 80
0 95
2 60
2 00
0 90
3 35
2 10
088
2 85
1 85
0 85
2 65
1 20
0 87
8
320
1 65
1 06
3 40
240
105
2 85
2 45
099
3 90
2 70
103
3 15
2 30
0 94
3 00
1 30
099
9
2 95
1 90
0 98
3 40
2 80
105
3 00
2 65
1 04
4 15
3 45
1 10
340
3 10
1 02
2 80
1 90
092
10
320
255
1.06
3 30
2 85
102
2 95
2 65
102
3 75
3 30
099
3 60
3 25
1 08
2 75
2 45
0 90
II
3 30
3 10
1 10
3 60
345
1 1 1
3 10
2 95
108
4 15
3 90
1 10
4 05
3 65
1 21
3 30
3 15
108
12
3 20
3 20
106
3 55
355
1 10
3.05
3 05
106
4 00
4 00
106
3 55
3 55
1.06
3 00
3 00
0 99
13
3 15
3.15
105
3 20
3 20
0.99
3 80
3 60
100
3 40
3 40
102
2 70
2 70
0 89
14
3 45
3 30
115
350
340
108
4.00
3 60
106
3 80
375
1 14
2 90
2 90
0 95
IS
3 35
3 20
II 1
3.60
340
II 1
4 10
3 35
108
3 85
3 65
1 15
3 00
2 35
0 99
16
3 30
3 05
1 10
3 55
3 00
1 10
3 80
2 90
100
3 55
3 30
106
325
1 80
107
17
2 85
2 55
095
335
250
103
3 60
2 35
095
3 05
2 80
091
3 10
1 20
102
18
3 05
2 65
1 01
3 40
230
105
5.15
2 80
1 36
3 35
2 85
1 00
3 30
1 35
108
19
300
2 35
1 00
3 35
1 85
103
4.15
1 90
1 10
375
3 20
1 12
450
2 45
148
20
3 00
2 20
100
340
1 55
105
3 70
1 40
098
3 35
1 90
1 00
3 10
1 00
102
21
225
1 50
0 75
260
105
081
300
100
0 79
1 95
1 00
0 58
1 85
0.95
061
22
255
1 45
085
260
100
081
325
105
0 86
2 85
1 25
085
2 85
1 70
0 94
23
2 90
1 25
0 96
2 80
100
Q87
3 55
1 30
0 94
3 15
1 30
094
3 10
2 30
1 02
24
2 85
1.35
095
3 15
1 40
0 98
3 95
1 85
1 04
3 55
1 75
106
3 40
3 40
1 12
AVERAGE
3 01
3 23
288
379
334
3 04
STATIC*
3 17
3 17
3 17
3 17
3 17
2 94
DYNAMIC"
5 19
5 19
5 19
5 19
5 19
4 23
STRESSES SHOWN ARE TENSION VALUES IN KSI
"MAX" ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM.
"SIMULT"- SIMULTANEOUS STRESS WITH MAXIMUM STRESS AT FLOORBEAM 12
"RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM STf
• AREA DESIGN
Tests of Transverse and Longitudinal Beams
87
FIG 27
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
i'S-b THROUGH GIRDER SPAN- OPEN TIMBER FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
9l'-0 C. TO C. BEARING -NORTH GIRDER
23® r-IOi ■ 43'
iiiXJmiiiiiiiiiiiiiiii
-28^ B6 175
SPAN = 30-6 C. TO C. GIRDERS
FLOORBEAM NO
3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND 1
LOCOMOTIVE TYPE 4-8-2
LOCOMOTIVE TYPE : 2-8- 2 |
NYC 2884 1 TENDER [ FRT CARS
NYC 2 27 7
NYC 2282
NYC 2 282
RUN NO.
4
5
3*
9
SPEED IN
MPH
38.8
1.9
9.4
22,4
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT 1
1.9' WEST
OF t FB. 12
38.9' WEST
OF t FB. 12
5.5' WEST
OF t FB. 12
5,3' WEST
OF t FB, 12
lOr WEST
OF t FB, 12
COL. NO. 1
2
3
4
5
6
7
8
9
10
1 1
12
13
14
15
16
17
18
19
FLOOR-
BEAM
NO.
<
in
O
1-
<
X
<
2
1
o
1-
<
X
<
5
'3
=)
in
O
tr
X
<
5
C/1
O
X
<
5
en
O
X
<
5
g
<
:
4.00
0
1,22
2.75
I.IO
0.89
1.40
1.65
3.30
0.45
I.IO
3,35
1,12
3,90
1.00
1.18
2
4 10
0.65
1.25
415
1,25
1,34
1.05
1,23
3.30
0.70
I.IO
3,30
1,11
290
1.40
1.18
3
3.25
1.05
099
190
160
0,61
0.85
lOO
295
085
0.98
285
0,96
3,<^5
120
1.05
4
3O0
I.IO
092
305
1.50
0,99
060
0,71
290
0.95
097
2,80
0,34
3,35
1.35
1.02
5
2.75
I.IO
0.84
2.70
1.35
087
O80
094
2.75
I.IO
092
2,80
094
2,55
1.30
077
6
275
1.20
0.84
2.80
0.85
0.91
0.65
0,77
2.60
1.20
0.87
2,80
0.94
3O0
1.90
0.91
7
3.10
1.70
095
3.20
1.10
1.04
O70
082
2.80
1.70
0.93
280
094
320
220
097
8
3.60
2 30
1.10
3.50
1.65
1.13
0.85
1,00
3.15
2.40
I05
a95
0,99
3,50
2.50
1.06
9
405
3.15
1.24
3.40
2.35
l-IO
0.95
1,12
3.15
2.65
1.05
305
1,02
3,25
2.80
0.99
10
3.50
3.00
1.07
3.05
^70
0.99
085
1,00
3.30
2.95
I.IO
3,10
1,04
3,15
3.05
096
II
350
3.50
1.07
3.45
345
1.12
0.95
1,12
330
3.20
I.IO
3,30
1,11
3,50
3.50
1,06
12
335
335
102
335
3.35
I08
075
088
3.15
3,15
1.05
3,15
1,05
340
340
103
13
2.60
1.85
0.80
2.60
2.15
084
0.75
088
300
2,90
1.00
2,90
2,90
0,97
3,25
3.25
0,99
14
315
2 25
096
285
2 00
092
0.75
088
3.35
3,10
1.12
3,30
3,30
Ml
360
3.20
1,09
15
340
230
I04
3.10
1.45
1.00
070
082
345
3,10
1.15
3,35
3,25
1,12
3,60
2.95
1,09
16
3.35
2.20
1.02
3.05
I.IO
0.99
0.90
1,06
3.20
2,75
1.07
320
3,00
107
3,55
2.40
1,08
17
305
2.10
093
2.85
0.80
0.92
O80
0,94
3.00
2,25
1.00
2,95
2,50
Q99
3,30
1.85
1,00
18
3.95
2.70
1.21
3.85
2.25
1.25
0.80
094
2.95
1,80
0.98
2,85
2,15
096
3,50
2O0
I06
19
3.10
2.35
095
335
1.30
1.08
305
1,50
1.02
3,00
1,75
1,01
3,25
1.95
0,99
20
3.05
2.30
0.93
3.20
1.65
1.04
0.80
094
2.85
U5
095
2,85
1,30
096
3.20
135
0,97
21
2.6 5
1 90
0.81
265
1.90
0.86
080
0,94
e30
0.90
077
2,40
095
0,81
2.70
1.20
082
22
2.70
1.60
083
2.70
2.55
087
1.00
1.18
2.50
0.90
0.83
2,60
095
0,87
2.70
l-IO
082
23
2.70
1.40
083
3.00
2.90
0.97
O90
1.06
2.80
1.00
0.93
2,90
0,90
097
305
1.00
093
24
3.90
2.20
1.19
3.55
305
1.15
0.90
1.06
2.90
0.95
0.97
305
1,00
I02
3.40
1.20
1.03
AVERAGE
327
3.09
0.85
300
2,98
330
STATIC
3.17
2.94
3.56
356
3.56
DYNAMIC
5.19
423
5 82
5,82
582
* SIMULTANEOUS
FOR OTHER NOTES
FOR RUN
SEE FIG.
NO 3
26.
AT FLOORBEAM 13
88
Impact and Bridge Stresses
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
93'-5 THROUGH GIRDER SPAN - OPEN TIMBER FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
91 -0 C T
43i2>^ 23 ©
OC BEARING -NORTH GIRDER
r-ioi-43'. 1^ s-?!
EAST
^IIIIIIIIIIIIII
r WIRE CAGES-^—
FLOORBEAM NO I 2 3 4 5
6 7 8 9 K) II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
WESTBOUND 1
2-8-2
LOCOMOTIVE TYPE 4-6-4 |
NYC 1713
NYC 5393
TENDER
FRT CARS
NYC 5394 1 TENDER
RUN NO.
8
6
II
SPEED IN
MPH
33 9
27.8
28.6
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
7 9' WEST
OF i. FB 12
8.4 WEST
OF t FB. 12
44.8' WEST
OF t FB. 12
8.4' WEST
OF L FB. 12
45.2' WEST
OF t FB. 12
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO.
X
<
2
2
o
<
2
5
3
2
in
o
X
<t
2
'3
z>
2
in
o
X
<
2
2
o
X
<
2
2
tn
o
X
2
2
in
o
1
330
0.60
1.07
2.20
2.00
0.86
1.55
118
2 80
1,80
1.03
2.90
2.45
1.14
2
3.95
0.80
1.22
3.15
1.25
1.02
3.00
1.95
1.18
1.65
1 26
2.90
2.10
1.06
2.75
2.20
1.06
3
3.2 0
0.70
099
2.80' 1.250.91
2.55
1.55
1.00
1.45
1 1 1
2.60
2.20
0.95
2.50
1.85
0.98
4
3.25
0.80
I.OI
2.75 1.40 0.89
2.10
1.30
0.82
1.50
1 14
2. 45*2. 25
0.90
2.55
1.45
1.00
5
2.90
0.95
0.90
2.65
1.75
0.86
2.30
1 20
0.90
1.40
107
2.30 2.30 0.84
2,20
I.IO
0.86
6
3.00
1 20
0.93
2.65
2 20
0.86
225
I.IO
0.88
1.25
0.95
2.60 2.60 0 95
2.25
1.10
0.88
7
3.15
1.60
a97
2.80
2.70
09 1
2.50
1.20
0.98
1.30
099
2.70
2.70
0.99
2.10
I.IO
0.82
8
3.35
1.95
1.04
3.25'3.25| 1,06
2.85
1.55
1.12
1.40
1.07
3.00
3.00
I.IO
2.30
1.45
0.90
9
3.35
2 50
1.04
3.30
3.30
1.07
2.75
2 00
1.08
1.45
II 1
3.10
3,10
1.14
265
2.00
1.04
10
3.15
2.80
097
3.40
3.40
1.10
2.50
2.30
0.98
1.50
1.14
320
3.20
1.17
2.55
2.20
1.00
M
3.10
2.95
Q96
3.55
3.55
1.15
2.60
2.60
1.02
1.40
1.07
3.30
3.30
1.21
2 55
255
1.00
12
3.00
3.00
Q93
3.35
3.35
1.09
2.45
2.45
0.96
1.35
1.03
3.05
3.05
1.12
2.30
2.30
0.90
13
290
2.90
0.90
3.10
3.10
I.OI
2.35
1.80
0.92
1.15
0.88
3.00
3.00
1. 10
2.60
2.10
1.02
14
3.30
3.30
K02
3.35
3.35
1.09
2.70
1.60
1.06
1.15
088
3. 10
3,10
1. 14
2.90
1.65
1.14
15
3.60
3.35
1.12
3.50
3.10
1.14
2.70
1.30
1,06
1.30
0.99
3.15
3.05
1.15
2.85
1.40
1,12
16
3.60
3 00
1. 12
3.25
2.65
1.06
2.50
1.05
0.98
1.20
0.92
2 90
2.60
1.06
2 60
1.00
1,02
17
3.05
2.40
094
290
2 60
0.94
2 40
0.70
0,94
1.05
0.80
2 60
2 15
0.95
2 25
0.80
0.88
18
3.65
2.40
1.13
3.10
2.10
I.OI
2.65
1.90
1.04
1.25
095
2.85
2.40
1.04
2.75
1.20
i.oe
19
3.25
2.00
I.OI
3.20
2. 10
1.04
2.70
0.80
1.06
1.25
0.95
2.55
2.10
0.93
3.05
1.30
1.20
20
2.95
1.50
0.91
3 00
180
0.97
2.40
0.90
0.94
1.20
0.92
245
1.95
0.90
2.75
1.15
1.08
21
2.45
1.25
076
2.35
1.50
0.76
2.25
I.IO
0.88
1.00
0.76
1.95
1.50
0,71
2.10
I.IO
0.82
22
2.70
1.30
0.84
265
1.45
086
?.55
1.30
1.00
1.20
092
2.00
1.30
0,73
2.15
1.35
Q84
23
3.10
1 30
0.96
305
1 35
0.99
3.00
1.65
118
130
0.99
2 35
1.40
0.86
2.80
1.85
1,10
24
4.30
2.00
1.33
3.40
1.40
I.IO
3.10
2.10
1.22
1.30
0.99
2.60
1.2 5
0.95
2.65
1.90
1.04
AVERAGE
323
3.08
255
1.31
2 73
2.55
STATIC
3.13
2.83
2.44
2.83
2.44
DYNAMIC
5.12
4.63
3.50
4,63
3.50
FOR NOTES SEE FiG 26.
Tests of Transverse and Longitudinal Beams
^ WEST TO AKRON
<- NORTH GIRDER
-C SOUTH RAIL a t. GAGES
WESTBOUND
30 WF ® 172 LB
PLAN
Z
^ (3) (^ (S) QL
6.6'
LOCOMOTIVE POSITION ®4 3 MPH
^
^
^
£
LOCOMOTIVE POSITION ®379MPH.
^-N r-\ ^-Ml'"'*i BALLAST 7
XiliiUiil'-LiliiiiiUiilJ
NOTE;
RAILS - 131 LB RE
TIES-7«9er-8 CTS.
12 3 4 5 6 7
9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
63-10}
SECTION ON t BRIDGE
lU
...
_.
—
r
ARE
A DESIGN
fNAMIC
TATIC
1— S
>i
j-L '
t\
r
— AVERAGE MAXIMUM STRESS (379 MPH)
3
J
^ .
, — <
.
1
-4K
379 MPH.
—
/
s
V
1
? <
B
E=l
N
n
n
Fti
m
k^-^
k
Y-k-^^
M
r
>--t
n
[N
■s
--
— AVERAGE MAXIMUM STRESS (4.3 MPH)
M
n
—
4.3 MPH
1 1 1 1 1 11 1 1 1 1
I 2 3 4 5 6 7 8 9 10 I I 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
MAXIMUM STRESSES
0*»
i^
W^
^S^^\ 4,3 MPH ^^ I
P?>4'4^
2 3 4 5 6 7
9 10 II 12 13 14 . 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES
LOCOMOTIVES a SYMBOLS
O RUN 3 BaO 5654 (4-8-2) lS 4.3 MPH. WS
• RUN 16 BaO 5661 (4-8-2) ®379 MPH WB.
FOR TABULATION OF STRESSES SEE FIGS. 30-32,
FIG 2 9
BaO. RR BRIDGE TESTS
17-6 a 74'-7| TPG. SPANS
BALLASTED CONCRETE SLAB FLOOR
LOCATION OF GAGES AND TYPICAL RECORDED
STRESSES IN TRANSVERSE FLOORBEAMS
00
Impact and Bridge Stresses
FIG 30
BALTIMORE AND OHIO RAILROAD BRIDGE TESTS
17-6 a 74' -7| THROUGH GIRDER SPANS- BALLASTED CONCRETE SLAB FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
)07'.7| C TO C END BEARINGS (NORTH GIRDER)
»3H
63'- 10 1
.^2'-*rt
9«2'-IOt •l<-3tg'-ei
n
IO»2'-8t • 2 7'- I
^ WEST
i-8^ S«2'-IO|*l4'-3{ Z^-S)
Ti n
iiiiiiHiiiniiiiiiiiin
I" WIRE GAGES-*'^ — 30 WF 172 SPAN" 31'- 8 C TO C. GIRDERS
FL'RB'M NO' I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t OF BRIDGE
TEST
TRAIN
WESTBOUND I
LOCOMOTIVE
TYPE: 2 AXLE DIESEL
3 AXLE
DIESEL
2-8-0
aao. 85
B.aO. 103
B.ao. 82
B.ao. 62
aao. 65
aao. 2766
RUN NO
14
15
12
7
13
5
SPEED IN
MPH
4 2
44.1
71.1
4 6
5 4
27 4
LOCO MOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT |
49.8" WEST
OF t FB 12
1378' WEST
OF t FB. 12
33.9' WEST
OF t FB. 12
49.1' WEST
OF t FB. 12
4 9.4' WEST
OF t FB. 12
6.B' WEST
OF «. FB. 12
COL NO. 1
2
3
4
5
6 7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO.
X
<
Z
i-
S
(7)
o
X
t
(0
o
(E
X
4
z
Ift
o
X
4
z
Z
10
O
a.
X
<.
Z
3
z
(7)
O
X
Z
z
O
»-
<
a
1
1.35
0.20
081
1.45
070
0.8 2
1.50
125
085
1.35
Q60
Q78
1.60
0.70
0.91
1.80
0
0.85
2
1.50
a40
090
1.60
080
Q9I
1.65
1.35
Q94
1.75
050
1.01
1.60
0 40
a9i
2.10
0.05
0.99
3
1.60
0.75
0.96
1.80
075
1.02
2.00
1.55
1.14
1.70
030
0.98
1 70
0,2 5
0 97
2.05
0.05
0.96
4
1.70
1.15
1.02
1.70
0.60
097
1.90
1.00
1.08
1.85
Q20
1.07
1.85
Q20ll 06
2 30^02 5
I.OB
5
1.85
1.55
1. II
1.85
Q75
1.04
1.90
065
1 08
1.85 025
1.07
1 95
C.20 1,1 1
2.30 040
1.08
6
1.85
1.70
l.ll
1.95
1.20
I.I 1
2.05 0.70 1.16
1 90 0,45
1 10
1 95
0 35 1 II
2.50 075 117
7
1.70
1.60
1.02
1.70
1.20
097
1.70j0 5 5 ,097
1 70 0.45
0 98
1 70
0 35 0 97
2 10 O70 099
B
1.70
1.65
1.02
1 75 1.20
1.00
1.90 0.6 5 108
1.80 0 55
1 04
1 80
0,60 1 03
2,20 090 1 03
9
1.60
1.55
096
1.75
1.55JI 00
1 95'a95 I.I 1
1,90 095
110
1 65
0 95 1 06
2 05 1 25 0,96
10
1.70
L50
1.02
1.70
1.30 0.97
1.85 125 1 05 1 80 1 30
1 04
1,80
1 30 1 03
1 90 1 60 089
II
1.65
1.50
1.00
1.75
1.75 !l. 00
1 85 1 60 1 05 1 80 1 55
1 04
1,80
1 60 1 03
2 10 2 10 0 99
12
1.55
1.55
bi93
1.70 1.70
097
1.651.65 ,094
1.65 1 65
0 95
1 70
1 60 0 97
2.05 2.05 0.96
13
1.90
1.90 1.14
2.00 2.00
1.14
1.90 1.90 '1.08
1.80 1 80
1 04
2 00
2 00 1 14
2 20 2 20 1.03
14
1 70
160 1 02
1 85 1 75 1 04
1 75 1 60 1 00
1 70 1 65
0 98
1 75
1 70 1 00
2 10 1 90 099
15
1.60 1 i^ 096
170 \ ^'j 0.31
i 70 1 40 0.97
1 55 1 40
0 90
1 60
1 35 091
1 90J 55 089
16
1.50 1 20 ODO
1 65 1 40 094
1 60 1,30 0 91
1.60 1 25
0.92
1 60
1,250,91
2.05 1 35 0.96
17
Z.IO
1.60 ,1.26
1.901. 40
1.08
1.70
1.45
0.97
1.70
1.15
0.98
1.80
1.20
1.03
2.20
0.90
1.03
IB
1.60
p.80 |o.96
I.Boll.OS
1.02
1.60
1.60
0.91
1 80
115
1.04
1 75
1 10
1.00
2 10
0.80
0.99
19
1 75
065 II 05
l.75'o.80
1 00
1 65
1 50
0 94
1.70
1.20
0.98
1.80
1 20
1.03
2.05
O50
096
20
1 55 0.60 0.93
1.70 0 70 Q 97
l.60;i.30
0.91
1.85
1 45
1.07
1.65
1,3010.94
2.35
0.50
1.10
21
1.80
0.70 11.08
2.35
1.35
1.34
2 20
1.90
1.25
1.85
1.65
1.07
1.85
1.45
1.06
2.70
0.95
1.27
22
1.75
1.05
1.05
1.90
1. 10
1.08
1.65
0.8 5
0 94
1.90
1.85
I.IO
1.80
1.75
1.03
2.30
075
i.oe
23
1.40
1.15
0.84
1.45
1.20
082
1.55
055
3.88
1.45
1.40
0.84
1.55
1.50
0.89
1.90
0.7 5
0.89
24
1.50
1 35
090
1.60
1.35
091
1.55
025
0 88
1.50
1.50
0.87
1.60
1.55
0.91
1.85
070
087
AVERAGE
1.66
1.76
1.76
1.73
1.75
2.13
STATIC •
3.23
3.04
3.23
3.66
3.66
4.86
DYNAMIC •
4 64
4 36
4 64
5.26
5.26
7.95
: STRESSES SHOWN ARE TENSION VALUES IN KSI.
"MAX." ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
"SIMULT"- SIMULTANEOUS STRESS WITH MAXIMUM STRESS AT FLOORBEAM 13.
■ratio' of RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MA)<IMUM STF
♦ AREA DESIf-N.
Tests of Transverse and Longitudinal Beams
91
FIG 31
BALTIMORE AND OHIO RAILROAD BRIDGE TESTS
l7-6a74'-7| THROUGH GIRDER SPANS-BALL ASTED - CON CRETE - SLAB - FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
l07'-7i CTO C. END BEARINGS (NORTH GIRDER)
2-3||
63'- I0|
.42- 4 ft
5g>2-IO| =
I4'-3| 2-8|Jt
10 <g 2-8^ ' 27'- I
2'-8i 5g2'-IOJ = l4'-3f ,2'-9|
WEST
1 1 1 1 1 1 1 1 1 M 1 1 1 1 1 I 1 11 1 1 1 1
I" WIRE GAGES -'^
FL'RB'M NO: I 2 3
^30WFI72 SPAN- 31-8 C. TO 0. GIRDERS
5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t OF BRIDGE
TEST
TRAIN
WESTBOUND |
LOCO. TYPE: 2-8-2
LOCOMOTIVE: TYPE 4-8-2 |
B.aO. 4486
B.aO. 4447
B. aO. 56 54
B.aO. 5589
RUN NO.
1
10
3
2
4
8
SPEED IN
MPH
39.4
4 4.0
4 3
4.6
4.8
18.8
LOCO MOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT 1
9 6' WEST
OF t FB. 12
3.5' WEST
OF t FB. 12
6.6' WEST
OF t FB. 12
6 4' WEST
OF t FB. 12
6.8' WEST
OF t FB. 12
9.9' WEST
OF t FB. 12
COL, NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO.
<
5
U5
O
IT
x
<
S
in
O
01
X
<
s
2
in
o
1-
<
X
<
S
3
2
O
<
X
<
2
2
CO
o
<
a:
X
<
2
2
g
^-
<
1
2.20
0
0.71
2.35
0
0.7 3
2.10
0.10
0.83
2.05
0
0,81
2.05
0
0.82
2.05
0.25
0.84
2
3.05
0.20
0.98
2.95
0.05
0.92
2.20
0.15
0.87
2.30
0.15
0.9 1
2.30
0.10
0.92
2,35
0.55
0.95
3
3 70
0 75
1. 19
4.00
0.40
1.25
2.20
0,35
0.87
2.40
0.35
0.95
2.35
0.30
0.94
2.55
1,00
1.03
4
3. 10
0.50
1,00
3.45
0.30
1.08
2.60
0.70
1.02
2.55
0.70
I.OI
2.60
0.65
1.04
2.70
1,25
1.09
5
3.05
0.70
0.98
3.65
0.50
1.14
2.70
1.15
1.06
2.60
1,05
1.03
2.55
1.00
1.02
2,70
1.50
1.09
6
3.40
1.20
I.IO
3.75
0.95
1.17
2.95
1.60
1. 16
2.85
1.45
1.13
2.80
1,40
1.12
2.75
1,95
1.1 1
7
2.85
1.30
0.92
2.85
0.95
0.89
2.55
1.45
1.00
2.60
1.40
1.03
2.60
1,45
1.04
2.50
1,80
I.OI
8
3.00
1.70
0.97
3.10
I.IO
0.97
2.60
1.60
1,02
2.70
1.60
1.07
2.50
1.50
1.00
2.65
1,90
1.07
9
3.15
2.00
1.02
3.35
1.50
1.04
2.65
1.90
1.04
2.70
1.90
1.07
2.60
1.80
1.04
2,75
2.25
1.1 1
10
2.70
2.10
0.87
3.00
2.00
0.94
2.65
2.05
1.04
2.60
2.00
1.03
2.50
1.95
1.00
2,50
2.15
1,01
II
3.05
2.50
0.98
3.25
2.60
I.OI
2.75
2.45
1.08
2.70
2.40
1.07
2.60
2,25
1.04
2,55
2 40
1.03
12
2 80
2.15
0.90
2.85
2.70
0.89
2.75
2.60
1.08
2,70
2 50
1.07
2.60
2,45
1.04
2.40
2,25
0.97
13
3.00
3.00
0..97
3.55
3.55
I.I 1
2.85
2.85
1.12
2.80
2.80
1.09
2.75
2,75
1.10
2.50
2.50
I.OI
14
3,05
3.00
0.98
3.50
3.50
1.09
2.60
2.60
1,02
2,55
2.55
I.OI
2.60
2,60
1.04
2,50
2.35
1.01
15
3.10
2.15
1.00
3.20
3.10
1.00
2.40
2.35
0.95
2,35
2.30
0,93
2.40
2,35
0.96
2.25
2.10
0.91
16
3.15
2.65
1.02
3.20
2.60
1,00
2.45
2. 15
0.96
2.30
2.15
0.9 1
2.40
2.20
0.96
2.20
1.90
0.89
17
3.10
2.20
1.00
3.15
2.25
0.98
2.40
1.95
0.95
2.35
2.00
0.93
2.30
2.00
0.92
2.35
1.85
0.95
18
3.00
1.75
0.97
3.05
1.90
0.95
2.40
1.70
0.95
2.35
1.65
0.93
2.35
1.70
0.94
2.45
1.90
0.99
19
2.85
1.40
0.92
3.20
1.70
1.00
2.35
1.35
0.93
2.35
1.30
0.93
2.40
1.40
0.96
2.50
1.75
I.OI
20
4.20
1.80
1.35
3,10
1.50
0.97
2.50
1.35
0.98
2.40
1.30
0.95
2.50
1.40
1.00
2.40
1.35
0.97
21
4.05
1.80
1.31
3.95
2.15
1.23
2.75
1.50
1.08
2.85
1.45
1.13
2.80
1.70
1.12
2.80
1.65
1.13
22
3.05
0.85
0.98
3.10
1.15
0.97
2.80
1.25
1. 10
2.90
1,30
1,15
2.85
1,25
1.14
2.60
1.25
1.05
23
2.80
0.90
0.90
2,60
1.00
0.8 1
2.35
0.90
0.93
2.35
0,90
0.93
2.35
0.90
0.94
2. 10
1,15
0.85
24
3.00
0.95
0.97
2.90
1.00
0.90
2.40
0.90
0.95
2.40
0,90
0.95
2.50
0.90
1.00
2.40
1.45
0.97
AVERAGE
3.10
3.21
2. 54
2.53
2 51
2.48
STATIC
5.35
5.35
5.06
5.06
5.06
5.08
'.YNAMIC
8.74
8.74
8.28
8.28
8.2 8
8.30
FOR NOTES see; FIG 30,
02
I mpact and Bridge Stresses
Fig 32
baltimore and ohio railroad bridge tests
i7'. 6 6 74- 7i through girder spans- ballasted concrete slab floor
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
, 107'- 7 I CTQC END BEARINGS (NORTH GIRDER)
i'-i
63'- 10}
T^^W
5«2'-IOi'l4'.3{ 2-S4
r r^
10 ©2'- 8^ -27'- I
^ WEST
2'-8^ S g2'-IOt • I4'-3| 2'-9}
11 11 1 1 1 11 H 1 1 11 1 1 1 1 1 1 1 1 1
I" WIRE GAGES-<=i^^-'^ ^ 30 WF 172 -SPAN • 31"- 8 C TO C GIRDERS
FL'BM NO I 2 3 4 5 6 7 8 9 lO 1 1 12 13 14 15 16 17 IB 19 20 21 22 23 24
SECTION ON «. OF BRIDGE
TEST
TRAIN
WESTBOUND 1 EASTBOUND |
LOCOMOTIVE TYPE: 4-8-2
LOCO. TYPE 2-10-2 |
B.8.0. 5653
B.aO. 5661
B.aO. 5660
B.aO. 6203
B.aO. 6181
RUN NO.
9
16
11
lOA
6 «
SPEED IN
MPH.
30.2
37.9
39.6
44.0
30 EST
LOCOMOT
POSITION
FOR
SiMULTAN
STRESS
FIRST DRIVER AT
10.5* WEST
OF t FB 12
3.8' WEST
OF t FB. 12
65" WEST
OF t FB. 12
2.2' WEST
OF t FB 12
COL. NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
FLOOR -
BEAM
NO.
X
<
2
S
en
O
<
2
3
2
V)
o
><
<
2
2
in
o
t-
<
X
<
2
2
0)
o
t-
<
X
<
2
!3
2
0)
o
1
2.15
0.10
0.80
2.45
0
0.86
1.65
0
0.63
2.90
1.00
0.76
1.2 5
0.65
2
2.50
0.45
0.93
2.60
0.20
0.91
2.30
0.15
0.87
3.45
1.00
0.91
2.20
1.14
3
2.60
0.85
0.97
2.95
050
1.03
2.65
0.50
1.01
3.90
1.15
1.03
2.15
1.1 1
4
2.55
1.05
0.95
2.80
0.55
0.98
2.75
0.80
1.05
3.85
0.95
1.01
2.05
1.06
5
2.75
1.40
1.03
3.15
1.00
I.I 1
3.30
1.35
1.26
4.15
1.20
1.09
1.80
0.93
6
3.05
1.90
1.14
3.35
1.40
1.18
3.45
1.85
1.31
4.45
1.55
1.17
1.95
1.01
7
2.70
1.90
1.01
2.85
1.40
1.00
2.95
1.75
1.12
3.50
1.45
0.92
1.95
1.01
8
2.90
2.15
1.08
3.00
1.50
1.05
3.00
1.95
1.14
3.65
1.75
0.96
2.10
1.09
9
2.80
2 50
1.05
3.15
1.90
1.1 1
2.55
2.00
0.97
4.00
2.45
1.05
2.05
1.06
10
2.86
2.60
1.07
2.70
2.10
0.95
2.40
2.30
0.91
3.80
2.90
1.00
2.15
1.1 1
II
2.80
2.65
1.05
2.85
2.80
1.00
2.75
2.75
1.05
4 05
3.50
1.07
2.10
1.09
12
2.60
2.55
0.97
2.75
2.70
0.96
2.65
2.65
I.OI
3.50
3.50
0.92
1.90
0.99
13
2.65
2.65
0.99
3.10
3.10
1.09
3.10
3.10
1.18
4.45
4.45
1.17
2.00
1.04
14
2.55
2.55
095
2.80
2.75
0.98
2.55
2.55
097
4. 10
4. 10
1.08
2.05
1.06
15
2.45
2.30
0.9 1
2.50
2.50
0.88
2.30
2.10
0.87
3 60
360
0.95
2.00
1.04
16
2.45
2.00
0.9 1
2.30
2.20
0.8 1
2.20
1.90
0.84
3.60
3.20
0.95
2.10
1.09
17
2.70
1.80
1.01
2.60
2.10
0.9 1
2.45
1.75
093
4 05 '2.80
1.07
2.15
111
18
2.65
1.65
0.99
2.65
1.85
0.93
2.30
1.30
0.87
4.10 2.30
1.08
2.15
1. 1 1
19
2 60
1.60
097
2.95
1.50
1.03
2.45
1.20
0.93
3.90
1.85
1.03
1.90
099
20
2.70
1.40
1.01
2.85
1.15
1.00
2.25
0.95
0.86
3.60
1.85
0.95
2.05
1.06
21
3.40
1.70
1.27
3.55
1.40
1.25
3.50
1.85
1.33
5.00
2.60
1.32
2.00
1.04
22
2.85
1.00
1.07
3.20
1.20
112
2 80
I.IO
1.07
3.80
1.60
1.00
1.70
0.88
23
2.35
1 00
0.88
2.50
1.05
0.88
2.35
1.05
0 89
3.40
1.30
0.89
1.30
0.67
24
2.60
1.20
0.97
2.70
0.90
0.95
2.45
0.90
0.93
3.50
0.90
0.92
1.30
0,67
AVERAGE
2.68
2.85
2.63
3.80
1.93
STATIC
5.06
5.06
5.06
5.94
3.48
DYNAMIC
8.28
828
8.28
9.7 1
5.50
NOTE:
» RUN NO.
FOR OTHER
6 IS ON EAST
NOTES SEE F
BOUND TR
IG 30.
ACK.
Tests of Transverse and Longitudinal Beams
9.1
SOUTH
TO CHICAGO
1 GIRDER
PARTIAL PLAN
7.G'
10 9
Q O
8 7
O o
6
GyM).
10 9
o o
o o
A
LOCOMOTIVE POSITION (J 28 8 MPH
SOUTHBOUND ^
O O
aa
LOCOMOTIVE POSITION «? 471 MPH
2 I SOUTHBOUND ^
IIIIIIIIIIIIIIIIIIIIIIII
1 2 3 4 5 6 7
9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS I
23 e 4.75' ■ 109-3
SECTION ON "t OF TRACK
..
—
—
— f"
\
AREA DESIGN
V
DYNAMIC
1 STATIC
471 MPH-)I
t
r
— AVERAGE MAXIMUM STRESS (471 MPH)
. _
i
- 4
u
-^
r=q
r^"^.
/"
s
,^
^—1
^
--^
J
M
h- ,
/
A
^
H
y-i
r
^
^^
M
^-<
r
t
7 Tr-^
7
\ ^
^28. 8 MPH
^AVERAGE MAXIMUM STRESS (28 8 MPH)
I 2 3 4 5 6 7
8 9 10 n 12 13 14 15 16 17 18 19 20 21
FLOORBEAM NUMBERS
MAXIMUM STRESSES
1
i
)
J
'^
^
5
^
I
i,^
/-47I MPH
J.
r^
f^
1 y
f
'l
^^
H
U
M
H
y
i ?
\
288 MPH
J
\ 1
I,
M
'/
r
'-^
r
\
PN
1
^
V
S
1
_
_
1
1 "t
^
L4
Vm
M
H
2 3
5 6
FIG 33
9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES
LOCOMOTIVES ft SYMBOLS.
C a NW. RY BRIDGE TESTS
• RUN Ml -CaNW. 538 (4-6-2) C*47rMPH SB, THROUGH GIRDER SPANS
O RUN 107 - CaNW 505 (4-6-2) «" 28.8MPH SB OPEN DECK
FOR TABULATION OF STRESSES SEE FIG. 34. LOCATION OF GAGES AND TYPICAL RECORDED
STRESSES IN TRANSVERSE FLOORBEAMS
04
Impact and Bridge Stresses
FIG 34
CHICAGO AND NORTH WESTERN RAILWAY BRIDGE TESTS
THROUGH GIRDER SPANS - OPEN DECK
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
23 SPACES
4 75' ■ 109' -3
^ NORTH
IIIIIIIIIIIIIIIIIIIIIIII
""^^ — i- WIRE GAGES FLOORBEAM DEPTH . 115' SPAN • l3'-0 C TO C GIRDERS
2 3 4 5 6 7 6 9 10 II 12 13 14 15 16 17 16 19 20 21 22 23 24
FLOORBEAM NO
CROSS SECTION
ON
t. OF TEST
TRACK
TEST
TRAIN
SOUTHBOUND
LOCOMOTIVE TYPE 4-6-2
CaNW 505
CSNW 574
CaNW 531
CSNW 555
CaNW 579
CaNW 538
RUN NO
107
108
129
115
125
III
SPEED IN
MPH
288
295
334
342
416
47 1
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
7.6' SOUTH
OF FB 13
7 3' SOUTH
OF FB 13
68' SOUTH
OF FB 13
6 0' SOUTH
OF FB 13
9 1' SOUTH
OF FB 13
179' SOUTH
OF FB 13
COL NO. 1
2
3
4-
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO
X
1-
-1
z
01
O
»-
<
q:
<
z
z
O
<
X
<
z
-I
s
o
p
4
q:
X
<
S
_i
3
Z
in
O
q:
X
<
Z
Z
in
o
Q:
X
<
z
5
z
Ul
g
o:
1
7 10
1 80
1 02
7 00
1 70
1 02
7 20
1 60
1 01
7 40
1 50
1 05
730
1 70
1 04
6 90
1 90
093
2
6 20
3 30
0 89
6 90
320
1 00
6 30
2 90
0 88
6 70
3 40
095
660
2 70
0 94
6 80
1 90
091
3
6 50
1 90094
6 70
270
0 97
6 10
1 90
0 85
6 30
2 80
089
6 50
1 80
0 92
700
1 20
094
4
650
3 90 0 94
7 00
3 30
1 02
6 00
3 00
0 84
7 10
320
1 00
7 10
3 10
1 01
700
3 70
094
5
7 30 3 30 1 05
6.90
3 60
1 00
6 60
2 70
0 92
700
3 90
0 99
760
2 90
1 08
740
370
0 99
6
6 40
330
0 92
600
3 80
087
5 90
3 20
0 82
6 60
3 90
093
660
3 20
0 94
7 20
3 00
0 97
7
6 40
3 70
092
6 90
370
1.00
6 90
3 50
0 97
720
3 60
1 02
6 60
370
0 94
7 80
4 00
1 05
8
6 90
3 60
3 20
0 99
095
6 90
3 10
1 00
6 80
240
0 95
6 60
3 10
0 93
5 10
2 70
072
6 90
3 90
093
9
6 60
6 30
4 10
0 92
6 50
3 30
091
650
4 30
0 92
670
3 70
0 95
790
2 90
1 06
10
6 50
3 80
4 40
5 70'
0 94
0 95
6 70 1 3 70
0 97
6 60
3 50
0 92
5 90
370
083
6 10
3 90
087
7 10
2 60
0 95
II
6 60
730
5 10
1 06
7 70
4 50
1 08
7 00
5 90
0 99
6 70
5 20
0 95
7 70
3 50
1 03
12
7.10
1 02
770
6 60
1 12
8 00
670
1 12
7 40
6 80
1 05
7 60
6 90
1 08
7 60
5 70
1 02
13
8 00
800
lis
690
690
100
8 10
8 10
1 13
7 30
730
1 03
7 60
7 60
1 08
7 90
7 90
1 06
14
7 30
7 30
105
620
5 60
0 90
6 50
6 00
091
6 70
490
0 95
7 30
6 70
1 04
7 80
6 50
1 05
15
6 70
5 70
097
620
3 90
0 90
6 60
4 10
0 92
6 80
2 90
0 96
6 60
5 20
0 94
7 30
620
0 98
16
7 70
4 10
1 1 1
7 00
310
1.02
830
2 80
116
8.00
2.10
1.13
740
3 30
1.05
7 50
6.00
1.01
17
6.70 2 30 0.97
6.501 1 60
0 94
7 20 1 40 101
6 80
110
096
700
1 900.99
7.I0J3.60
0.95
le
7.30 1 10 1.05
7 20*060
1 05
6.80 050 0.95
7.30
050 1 03
8 00:080
1 13
7.50 2.30
I.OI
19
7.60 0 40 1 10
7.40
0
1.07; 920 020 1 28
7.70
0.20
1.09
7.90
0.30
1.12
7.90 1 20
106
20
7.30 0.10 1.05
7.40
0
1.07' 8.70 0 122
7.60
0
1.07
7,40
0
1.05
740 030 099]
21
6.80 0.20,0.98
6.60
0
Q96
6.60
0
0.92
6.70
0
0.95
7.50
0
1.06
7.20
0
0.97
22
6.90 0 loi 0.99
6.60
0
0.96
7.40
0
1.03
6.80
0
0.96
8.00
0
1.13
8.00
0
1.07
23
6.70| 0
0.97
6.90
0
100
7.40
0
1.03
6.80
0
096
6.80
0
0.97
7.80
0
1.05
24
7 60
0
I.IO
8.30
0
1.21
870
0
1.22
8.40
0
1.19
7.20
0
1.02
850
0
1.14
AVERAGE
6.94
6.89
7.16
7.07
7.05
7.46
STATIC ♦
8.40
DYNAMIC*
13.40
STRESSES SHOWN ARE TENSION VALUES IN KSI.
"MAX." ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
"SIMULT" SIMULTANEOUS STRESSES WITH MAXIMUM STRESS AT FLOORBEAM
•ratio' of RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM
tAREA DESIGN
NO. 13
STRESS
Tests of T rans verse and Longitudinal Beam
95
I B'-lli TO IO'-4 TOR FULL LENGTH t WEST
24 WF 74 _^
"^ I" WIRE GAGE 3i
9'- 7^ , 9'-7'
19-3
jQl" WIRE GAGE— •'+ T'
L 9'-7^ J, 9'-7i
SECTION A-A
SECTION M-M
TEST BEAMS
NORTH ^ ^
TO DALLAS A -*— | M -*|
|BOTT LATERALS I2WF53^^, ^ A^ ^| J ^^._
RAILS -112 LB RE I I 1 I J- — 2l5-5x3i
TIES - 7x 9x8'-0 J | -''H.
:^:__ @r-8CT0cT I '|^24WF@7<
V| WEB PL - 21 « I
C TO C. '
z
^ SOUTHBOUND
iil
i!^ ^
DETAIL OF DIAPHRAGMS
LOCOMOTIVE POSITION @ 3,3 MPH
SOUTHBOUND
LOCOMOTIVE POSITION© 372 MPH
^1 I 1,11 \TT^
4^iiiif
j^ I STEEL PL
I 23 4567 89
10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
37'- I J
SECTION ON t STEEL
J
J-.
EA DESIGN
DYNAMIC
STATIC
r
r
, ^
^ — AVERAGE MAXIMUM STRESS (372 MPH)
J
^
^
/'J
J
^i
^
s^— 37.2 MPH
k?--
1
r
r"^
^
-
N
Wv
l-"^
Vi .<i. 1
^
Ps
VJr^-^^
r
^
s
/_
-3.3 MPH
L AVERAGE MAXIMUM STRESS (3.3 MPH)
1 1 1 1
2 3 4 5 6 7
9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24 u ^
FLOORBEAM NUMBERS '" ~'
MAXIMUM STRESSES S
L\
^j-
n
td
Y
tJ
H
k
z'
— '— -
s
^
s,
J,
>--<
r
A
]
^^
k
s
>
r"*
^
y
^ 37. 2 MPH
Y^
W
H
r1
M
>■-(
ki
^
-^
1 1 1
3.3 MPH -1
12 3 4 5 6 7
9 10 II 12 13 14 15 16 17
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES
19 20 21 22 23 24
LOCOMOTIVES & SYMBOLS-
O HUN 6- MKT 910 (2-8-2) 9> 33 MPH SB
• RUN IT- MKT 910 (2-8-2) (jB 37 2 MPH SB
FOR TABULATION OF STRESSES,
SEE FIGS 36-38 INCL.
FIG 35
M-K-T RR. BRIDGE TESTS
97'-2| a 24'- 4| TPG. SPANS
BALLASTED STEEL PLATE FLOOR
LOCATION OF GAGES AND TYPICAL RECORDED
STRESSES IN TRANSVERSE FLOORBEAMS
06
1 mpact and Bridge S t r esse s
FIG 36
MISSOURI -KANSAS -TEXAS RAILROAD BRIDGE TESTS
9r-2i a 24'-4J THROUGH GIRDER SPANS- BALL ASTED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
K'-lli
7(»l'-7|.n'-5j
20
■1 C
r-9
10
C. END BEARINGS
I2<?r-7i .I9'-It f-7i
-
:iij]h:
- -
- -
- -
NORTH
WIRE
FB NO I
-24 WF 74
SPAN • 19-3 C TO C GIRDERS
2 3 4 5 6 7 8 9 10 M 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
SOUTHBOUND 1 NB
SOUTHBOUND 1 NB
^ 2- AXLE DIESEL
LOCOMOTIVE TYPE 3- AXLE DIESEL
Rl 103
MKT 332
Rl 119
MKT 154
CBSO 9948
Rl 632
MKT 107
RUN NO.
4
3
5
15
2
16
1
SPEED IN
MPH
3 5
56
28.9
II.O
49.9
52.2
53.1
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT
81 7' SOUTH
OF t FB. 12
770' SOUTH
OF t FB. 12
112.6" SOUTH
OF t FB 12
343' SOUTH
OF t FB.I2
48 1' SOUTH
OF t FB 12
II 1.0' SOUTH
OF t FB.I2
59.8' SOUTH
OF «. FB. 12
COL NOI
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18 19
20
21
22
FLOOR -
BEAM
NO
X
<
S
s
O
1-
<
CE
X
<
in
O
q:
X
•a
s
s
(/I
0
1-
X
<
s
(ft
0
X
<
S
s
V)
0
<
x
<
s
1-^
S
V)
0
X
<
S
_i
Z
tn
0
1
265
^5
102
260
065
102
235
140
099
2.25
045
106
2 70
010
1.02
245
-.30
099
255
2.15
096
2
280
IO40 1071
2751055
107
2 40 095
101
230
040
108
2 70
0 20
102
2 55
-.20
I03
2 65
200
099
3
2401045 ,092
2 30 060 090
2 20 065
093
205 040
096
235
0.10
088
245
-10
099
2 50
190
0.94
4
245*060 10-94
2 40icf?5i0 94
2 25 050
095
2 00j0 50
094
2 40
020
090
2 50
010
101
250
190
0.94
5
265 090 102
265 105 ' 104
245 025 103
205 060
096
275
0 30 103
265
0201107
2 75
2 00
103
6
270
1.25
103
2751155 |I07
240 035 101
2151100 1 01
2 70'o45jl02
275
0.45[mi
2 75
160
103
7
Z65
1.85
102
2 60 195: 102
2 55 040 108
2 25 160 106
2.70 0.90|lO2
270tl05llO9
2 85
135
107
8
285
210
109
2 90|2.20j 113
2.65 060 1 12
2 30,185*^108
275 1,50:103
2.80 175'^ 1.13
2 90
130
109
9
360 2 45 [ 138
365 2 60 142
3 50 1.45 148
270'2 15' 127
400 2 90 150
340 2 75 137
3 70
195
139
10
2 85 1 85 1 1,09
2.80 1.85:1.09
2.60 1,85 , 1.10
2 35 1.75 i.lO
2.70 2 15 1.02
280 2.20 1.13
2 85|1.60|l.07|
II
305
2.20
1.17
295 2.00 115
275 2 50] 1 16
245
1.95
1.15
300
2.30
1.13
270 2.20
1.09
3.00
2.10
1.12
12
260
230
100
2 55j2 25 100
2 35 225:099
225
2.10
106
255
2 15
0.96
2 65 2 00
1.07
2.55
215
096
13
230
2.30 088
2.2012 20*0 86
2O0;2D0|0 84
180
1.80
085
2.50
250
094
205'205
083
280J280
1.05
14
240
200
092
240 2 10:0 94
2.05^,eojo.87
195
175
092
2401240
0 90
22012.10
0 89
230
220
086
15
210
145
Q80
2IOil55j082
195 1.40
0.82
1,75)1.50
082
240j2.10
0.90
2 051 175 lo.83
330
1.95
124
16
220
1.35
0.84
2 35 l30;0,92
215 160
091
2 05
180
0.96
185
160
070
235
195i0.95
180
165
0.67
17
2 50
1.4 5
096
250:095 098
2 35 2 20
099
2 10
2.od
099
2 80
2 65
105
2 50
200
101
2 75
260
103
18
24 5
170
Q94
24 5!o80 096
235I21O
099
225
1.80
106
2 75
2 25
I03
24 5
180
099
2.75
250
1.03
19
24 5
195
Q94
2 400 80 094
265 160
1 12
205
1.30
096
2 70
175
102
2 30
1.25
0 93
280
2.40
1,05
20
2.70
225
103
2 65J) 701104
2 50 160
105
2.25
1.10
1.06
290
140
1,09
2 55
100
103
2 80
235
1.05
21
24 5
190
094
2 35 jO80 '0.92
215 j 135
091
2 00
070
094
2 70
1,05
102
230
0,70
093
255
2 20
096
22
230
1.55
088
2 20
0 50i0.86
2 00 130
084
175
050
082
2 45
060
092
205
O30
083
220
170
082
23
315
180
1.21
2 60
065
102
2.20 ) 1-50
093
2.15
065
101
265
04 5
100
235
020
095
2.25
130
084
24
250
1.65
096
2.45
040
0.96
2.15
1.85
091
1.95
050
0.92
2.40
0
0.90
2.15
-.10
087
2.20
035
082
AVERAGE
261
256
237
2.13
^66
e48
267
STATIC *
296
299
296
316
3.70
344
362
DYNAMIC*
4.15
4 20
4 15
444
5.18
4 83
5.09
STRESSES SHOWN ARE TENSION VALUES IN KSI.
"MAX" ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM.
"SIMULT"- SIMULTANEOUS STRESS WITH MAXIMUM STRESS AT FLOORBEAM 13.
■RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM STRESS.
•area DESIGN
- INDICATES COMPRESSION
Tests of Transverse and Longitudinal Beams
07
FIG 37
MISSOURI- KANSAS- TEXAS RAILROAD BRIDGE TESTS
97'-2| a24'-4| THROUGH GIRDER SPANS -BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
I20'-I C TO C END BEARING
7 @|'-7| = n'-Si
l'-7| l'-9 r-7i
12 @ l'-7i = 19'- 1^
NORTH ^
[iniiiHiiiiiiiiiiiiiii
— ^^=^wiRF RAf;F9 ^94 WF 74 <;PAN = iQ'-^ r TCi c aianFf><^
WIRE GAGES
SPAN = 19-3 C TO C GIRDERS
8 9 10 II 12 13 14 15 16 17 18 19 20 2 1
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
SOUTHBOUND
LOCOMOTIVE TYPE^ 2-8-2
MKT 910
RUN NO
6
19
7
18
8
13
II
SPEED
IN MPH
33
34
3,7
39
17 4
19 2
19,7
LOCOMOT,
POSITION
!^0R
SIMULTAN,
STRESS
FIRST DRIVER AT 1
9 8' SOUTH
OF t FB, 12
7 5' SOUTH
OF t FB 12
47' SOUTH
OF t FB 12
2,5' SOUTH
OF i FB 12
7,0' SOUTH
OF t FB 12
10 r SOUTH
OF i FB 12
83' SOUTH
OF t FB. 12
COL NO 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
FLOOR-
BEAM
NO
X
<
5
_;
z>
C/l
o
1-
<
a:
X
<
2
S
g
<
cc
X
<
s
o
<
q:
X
<
5
t-
-1
S
g
<
a:
X
<
5
1-
_i
=>
S
g
1-
<
a:
X
<
2
s
(/5
O
1-
<
X
<
1-
_i
3
5
in
g
<
a:
1
3.95
100
109
3 85
070
108
360
0 65
1,04
3 65
0 80
109
3 75
075
106
3 75
1 15
103
3 90
095
107
2
4 15
105
1 14
3.80
0 70
107
365
0 75
105
370
0,85
1 10
3 80
0 85
108
3 90
135
107
3 70
095
102
3
385
155
106
350
105
099
3 40
095
098
3 50
105
104
360
100
102
3 85
1,90
106
3 55
1 20
097
4
375
2 00
103
355
1 40
100
3 75
1 15
108
3 70
130
1 10
365
1 30
103
4 10
2 60
1,13
390
1 65
107
5
375
245
103
3 55
185
100
3 80
1,55
1 10
3 55
180
106
3 85
175
109
395
320
108
3 80
2 20
105
6
355
2 65
098
380
235
1,07
3 80
195
1 10
3 75
2 25
1 12
4 00
2 10
113
3 65
3 25
100
390
2 55
107
7
3 70
3 00
102
3 75
2 75
106
3 85
2 60
1 1 1
3 90
2 75
1 16
4 25
2 60
1 20
3 90
360
107
4 05
2 90
1 II
8
4 10
3 35
1 13
3 85
2 90
108
4 15
3 00
120
4 10
3 05
122
4 10
2 70
1 16
3 90
3 80
107
4 10
3 10
1 13
9
435
375
1 20
4 40
355
124
4 40
3,30
127
4 40
3 55
131
4 55
3 20
1 29
435
4 20
1 20
4 55
3 75
125
10
4 00
3 55
1 10
3 90
3 30
1 10
3 75
3 25
108
365
3 35
109
4 25
3 10
1 20
4 00
395
1 10
4 25
3 55
1 17
1 1
4 40
4 35
1 21
4 00
3 55
1 13
3 90
3 60
1 12
3 95
365
1 18
4 25
3 40
120
4 40
440
1 21
4 05
3 80
1 II
12
4 00
4 00
1 10
3 70
340
104
3 35
3 20
097
3 50
3 25
104
3 50
320
099
3 95
395
108
360
345
099
13
310
3 10
085
3 10
3 10
0 87
2 95
295
085
2 70
2 70
0 80
300
3 00
085
295
2 95
081
2,85
285
078
14
355
3 25
098
3 25
3 25
0 92
340
3 35
098
3 10
300
092
3 45
3 35
0 98
3 40
330
093
3 35
305
092
15
310
2 75
0 85
300
2 75
085
2 90
2 75
084
2 90
2 65|086
3 30
2 85
093
3 15
2 80
0 87
3 10
260
0 85
16
335
2 50
092
345
2 90
097
3 50
3 00
101
3 30
2 75
098
3 70
3 00
105
3 60
2 60
099
365
2 70
100
17
3 60
190
099
3 50
250
099
3 50
2 70
101
3 20
2,40
095
3 75
2.75
1.06
3 35
1 80
0 92
3 65
2 25
100
18
350
165
096
3 50
2 10
099
3 35
2 35
097
3 10
205
092
3,80
2 25
1,08
3 45
155
095
380
180
105
19
3 35
145
092
3 40
160
096
3 25
185
094
2 95
150
088
3 55
170
101
3 50
1 40
096
380
1 50
105
20
375
165
103
375
1,55
1,06
350
160
101
3 25
135
097
4 10
170
1,16
390
1,50
1 07
395
1 40
108
21
340
1.80
094
330
150
093
3 10
1 40
0 89
2 90
130
086
335
1 65
095
3 30
1 60
091
3 25
135
0 89
22
305
165
084
3.10
165
0,87
2 80
125
0,81
2 60
120
077
295
160
0 83
300
1 45
0 82
2 80
1 35
077
23
315
160
087
335
2 00
094
305
160
088
2 80
1.60
083
345
2 20
098
3,10
1 30
085
3 25
165
089
24
285
1 10
078
275
1 80
077
2 60
1,65
0 75
2 50
175
0 74
3 10
2 00
0 88
295
0 85
081
2 65
1 35
073
AVERAGE
3 64
355
3 47
336
3 53
364
3.64
STATIC
5 06
5 06
506
506
506
5.06
506
DYNAMIC
8,14
8 14
8 14
8 14
8 14
8.14
8 14
FOR NOTES SEE FIG 36
98
Impact and Bridge Stresses
FIG 38
MISSOURI -KANSAS -TEXAS RAILROAD BRIDGE TESTS
97- 2l a 24- 4 j THROUGH GIRDER SPANS -BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
BZ'-\\i 7 • l"-7| .
120-1 C TO C END BEARING
II'- 5| t'7i_\'-9 /-7^_ 12 » l'-7t • 19' - 1^ l'-7i
- '.'. 1{.
■ -
• -
■ -
NORTH
- -
illj.
WME
na NO I
7 e 9 10 II 12 13 14 15
SECTION ON C BETWEEN GIRDERS
16 17 18 19 20 21 22 23 24
TEST
TRAIN
SOUTHBOUND 1
LOCOMOTIVE TYPE; 2-8-2 •
4-0-4
MKT 910
MKT 1506
RUN NO
9
10
14
12
17
20
SPEED IN
MPH
21.7
24.4
32 6
33,1
372
41.9
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT
|Si WHEEL AT
7 8' SOUTH
OF t FB 12
8.0' SOUTH
OF t FB. 12
50' SOUTH
OF t FB 12
79' SOUTH
OF t FB, 12
2,2' SOUTH
OF t FB 12
26.7' SOUTH
OF t FB. 12
COL. NOI
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
FLOOR -
BEAM
NO.
X
<
2
_)
2
1/5
O
q:
2
-J
2
O
►-
<1
(r
X
<J
2
2
o
<
q:
X
<3
2
2
to
o
<
X
<3
2
-J
3
2
(/>
g
1-
1
X
2
_)
2
I/)
o
<
a.
1
3.90
0.80
1.05
4.10
0.60
103
355
030
092
4.60
0,70
1,15
370
0,15
092
1.35
0,70
062
2
4 10
060
1 10
475
070
1.20
370
0.50
0,96
4.60
065
1,15
3.95
0,30
098
1.45
0,10
0,67
3
3.90
1.05
1.05
4.25
1.00
107
3.70
0,70
0.96
4.20
100
1,05
4.05
050
1.00
1.60
0
0.73
4
360
1.50
0.97
4.05
1.40
1.02
395
0,80
1.03
4.05
1,35
101
4.05
075
1.00
225
035
L03
5
350
200
094
420
2 00
106
4 60
1.20
1.20
3.95
1,80
098
4.35
090
1.08
2 50
0.10
115.
6
370
2 40
099
4 20
2 50
106
440
130
115
3 75
225
093
4 60
120
114
2 75
025
126
7
3 80
2 65
102
4 10
2 90
103
415
175
108
375
250
093
4 65
1.35
115
240
035
110
8
4 00
300
107
395
310
099
450
230
1 17
4 15
2 75
103
4.85
1,90
120
2 60
0,50
1 19
9
4 55
3.60
1.22
4.50
360
1 13
5.10
310
132
485
355
1 21
5.35
3,10
133
305
080
1,40
to
4 20
3.40
1.15
4,10
335
1.03
4.10
2,70
1.07
4,75
3 30
1 18
425
3 10
105
250
060
115
II
440
3.65
1.18
4.80
3.50
1.21
4 10
3 10
107
5,25
370
1,31
405
380
100
270
1,30
1,24
12
400
345
1.07
4 45
330
1 12
3.70
290
096
4.30
360
1,07
3.90
3,60
097
2,35
1,50
1.08
13
300
300
O80
3.50
3 50
088
3.20
3 20
083
340
340
0,85
3.35
3,35
0.83
1,90
1,90
087
14
345
3.35
Q92
395
380
099
385
3 85
100
3,70
370
092
400
375
099
2,10
185
096
15
3 10
2 90
083
3.50
320
088
370
3 70
096
330
3.20
0 82
380
3,15
0,94
1,95
1,60
090
16
360
300
067
3 60
345
091
385
370
100
3,55
310
088
405
370
1,00
1,95
1,50
090
17
375
245
1.01
340
305
086
440
325
1 15
350
250
087
4 60
355
1 14
2 35
190
108
IS
360
195
0.87
350
245
088
4 00
255
104
355
185
0,88
405
340
100
240
2,00
1 10
19
350
1.50
0 94
350
200
0.88
3.25
1,85
085
365
1,30
09I
3.55
3,00
Q88
240
205
1.10
20
405
1.50
109
400
195
101
3.45
1,60
090
435
1,25
1,08
3.65
345
090
255
190
1.17
21
365
1.55
0 98
390
200
098
3 10
125
081
3,85
135
096
325
2,80
0.81
2 30
1,30
1.06
22
335
L65
0.90
355
195
0.89
300
0,95
0,78
360
140
0,90
310
2,10
0.77
1,25
0,60
0.57
23
370
2 10
099
380
2'»5
096
350
1,30
091
4,10
1,80
102
375
195
0.93
1.95
0,55
0.90
24
3.10
1.75
083
355
2.05
089
335
1,35
087
355
1.80
088
370
1,10
092
185
120
0.85
AVERAGE
373
397
3,84
401
4,03
2 18
STATIC
506
506
506
506
5 06
3.12
DYNAMIC
814
8 14
814
8 14
8 14
437
FOR NOTES SEE FIG 36
Tests of Transverse and Longitudinal Beams
99
82
in "- -'
S Q 11-
a z iJJ z v>
y - in - UJ
g 10 lij VJ (/)
OC LJ CC li^ llJ
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r: in
RECORDED TENSILE STRESS ON GROSS SECTION- KS
(LIVE LOAD PLUS IMPACT)
DIAPHRAGMS-
100
Impact an d Bridge Stresses
FIG 40
MISSOURI - KANSAS - TEXAS RAILROAD BRIDGE TESTS
97'.2i a24'-4| THROUGH GIRDER SPANS - BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
120 - I C TO C END BEARINGS
n'-sj
M'-llj 7 g l'-7t
i-^i'-M'-^.
12 • I'-Tfc > 19'- li
T I [\\ NORTH _^ J
iiiiniiix^iiiiiiiiiiiiii
WIRE GAGES
6 7 8 9 10 II
SECTION ON t
74 SPAN • 19'- 3 C TO C GIRDERS
12 13 14 15 16 17 18 19 20 21 22 23 24
BETWEEN GIRDERS
TEST
TRAIN
NORTHBOUND
SOUTHBOUND
2-AX. DIESEL
3-AX DIESEL
LOCOMOTIVE TYPE ■ 2-8-2
MKT 333
FRISCO 2018
MKT 910
RUN NO
22
34
33
32
25
26
24
SPEED IN
MPH
42.8
47 6
4 6
5.0
5 1
5.2
57
UOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT
FIRST DRIVER AT |
11.8' NORTH
OF «. FB 12
76.7' NORTH
OF t FB 12
12.5' SOUTH
OF t FB 12
5.9' SOUTH
OF t FB. 12
100' SOUTH
OF t FB 12
2 5' SOUTH
OF t FB. 12
8.3' SOUTH
OF «. FB. 12
COL. NO 1
2 1 3 ! 4
5 1 6
7
8 [ 9
10
II
12
13
14 j 15
16
17 : IB
19
20
21 |22 1
FLOOR -
BEAM
NO
MAX.
SI MULT
RATIO
V)
o
q:
X
<
S
-I
D
in
o
t-
<.
on
X
1
o
(-
<i
IT
x
<
Z
2
9
1-
<
q:
ill
i "*
o
<
a.
X
<
2
i
o
4
4
2 45|lOOt097
2 40060; 087
3.75
180
Q97
375
105
1.03
390
160
1.07
390J090
1.05
360
1.60
1.03
5
2.65; 060 ' 105
260 Q85 Q94
3 55*225
092
395
215
1.08
39511. 10106
385'225
1.04
6
2.75 070 109
2 80 1 65 101
360 2 50 0.93
3.95
1.35
1.09
380 2 50 104
405 115 1 09
395 265
1.07
7
^60 065 103
300 1 75 108
3 85 2 70 1 00
400 185 1 10
375 255 1 03
4 10 1 50 1 10
400 295 108
8
^70 0 85 1 07
330 250 119
395 310 102
405 2 50 III
4 10 2 95 1 12
425 2 00 1 14
4 30 3 25 1 17
9
3.15 1.35^1.25
415 3.60 150
4.35 350 1 13
455 3.40 1.25
4 70 360 129
455 300 1 22
4.20 380 1 14
10
2 70 14 5 1 07
2.85 j 2.55 103
415 345 108
400 305 UO
4001335 1 10
400 3.00 1 07
390 360 1 06
II
305 2.10 1.21
2.95 '2.50 1.07
480 4 30 124
4.20 345 1 15
455 400 1.25
4.051340 1.09
4.25 385 ill 5
12
2 30 2 30 091
2 80 2.50 101
4 10 410 1.06
355 320 0.97
405 405 III
345!llo!o93
355
3 35|Q96
13
2 35 2 35 Q93
2 15 2 15 078
4 10 4.10 1.06
340 340 Q93
355 355 0.97
320 3.20 086
320
320
320 087
14
2 20 2 00 0 87
2 55 2 20 092
3 50 3 30 091
3 10 2 90 085
3 60:3.35 iQ99
330 315 OB9
320 0.87
15
1.85 1 60 Q73
2 45 2 00 089
3.20 2 75 083
2 90 2.90 080
320 2.95 088
315 3.00 085
305 2 75 083
16
240 1 55 095
2 50 1 95 090
385,2 90 100
355 355 097
380 300 104
365 3 60 098
3.60 300 098
17
2.45 1 75 097
2.75 220
099
Q99
365 ;2. 10 095
340'|.65'088
335 300 092
325'270'a89
37o|225;IOI
365 1 80*100
355i340j095
3.40 '3. 10 0.91
3.55 2.60 Q96
18
2.35 185 '0 93
275 195
345 2 00^0.94
19
2.60 165 103
2 75 145 0.99
345 1 40 0.89
325 2 50 089
355! 1 50 0.97
345 2.90 093
335
160
Q9I
20
260
140 103
2 75 105 099
420 1.65 109
3.70 2.50 1.02
395
160 108
375 310 101
3.70 145
1.00
21
2.15
0.701085
225|O80Q8l
4.00
1.90
1.04
3.30
1.90
09I
3.70
1.80 1.01
3.40
2.45
091
3.40
1,50
0.92
AVERAGE
252
1
2.771
3.86
3.64
3.65
3.73
3.69
STATIC
2 99
5 06
5.06
5.06
5.0 6
5.06
DYNAMIC
4.20
8.14
8.14
8.14
8.14
8.14
SECTION'
STRESSES
IN BOTTOM
LATERALS 1
A-A
-1 10 0 40^
-l35'-60'
2 40 020
225020'
225|0I6
2 25J030'
2 25 035
B-8
1 35 0
-120 -40
2 25,070
220065
2 30 060
2 40O80
2 30 0.65j
C-C
1.60-60,
-1 50 0.20
1.95
1 70^
225 1 15
1 85 1 65
2 30 1 20
2 20 1 801
0-0
-.75
-.20
-1 30 0 20
1 45
130,
1 00 075
1.70 1 30
1 05 0 90
I05JO90
E-E
1.30
-°-i
-1 45 O60
2 60
120
2.00 1 90
2.60 1 30
2.10
1 85
2.05 1.35
F-F
170
030
l.70-.30i
250
-.10
2 40
1.30
2.55 -.20
2.30
1 50
2.15
-.10
AVERAGE
068
-.esl 1
2 19
2.02
204
2.07
2.00
NOTE: NOTES ON FIG. 36 APPLY FOR FIG. 40 AND FIG. 41
* SEE FIG 39 FOR LOCATION OF THESE SECTIONS
- INDICATES COMPRESSION
Tests of Transverse and Longitudinal Beams
101
FIG, 41
MISSOURI - KANSAS -TEXAS RAILROAD BRIDGE TESTS
97'-2| a24'-4| THROUGH GIRDER SPANS -BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN TRANSVERSE FLOORBEAMS
l<;U-l t lO C LNU btAKINlib
82-lli 7* l'-7f . Il'-5| (-7i/-9\'-7^ \Z(Ss'-7^ = 19'- 1^ ,i:.7^
T T T T T T T '
- n
:y:
- n
NORTH ^
WIRE GAC
FB NO. I
2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
SECTION ON t BETWEEN GIRDERS
TEST
TRAIN
SOUTHBOUND
LOCOMOTIVE TYPE • 2-8-2
MKT 910
RUN NO.
28
31
27
30
29
2 1
23
SPEED IN
MPH
15.1
20.0
20.6
25.4
28.8
38.1
42.2
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT |
5.3' SOUTH
OF t FB. 12
8.9' SOUTH
OF t FB. 12
10. r SOUTH
OF t FB. 12
8.7' SOUTH
OF t FB. 12
10.3' SOUTH
OF t FB. 12
2.1' SOUTH
OF t FB. 12
10.4' SOUTH
OF t FB. 12
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
18
19
20
21
22
FLOOR-
BEAM
NO.
<
5
_]
Z)
5
CO
o
1-
<
X
<
5
0
<
to
0
X
<
2
0
IT
X
<
3
CO
0
<
X
<
3
s
</5
0
a:
X
<
5
3
1
</5
0
4
3.65
0.90
0.99
3.95
1.55
1.02
3.50
1.90
089
3.95
1.60
1.05
4.10
1.95
1.00
4.05
085
0.92
4.60
1.25
1.05
5
3.85
115
1.05
3.90
2.05
1.01
3,75
2.30
0,96
3.60
2,25
096
4.25
1.05
0.96
4.70
1.50
1.07
6
3.90
1.05
1.06
3.95 2.55
1.02
3.95
2.55
I.OI
3.65
2,80
0.97
4.00
2.75
097
4.25
1.20
0.96
4.4 5
1.90
1.02
7
3.90 1.30
1.06
3.S52.85
1.02
4.15
2.90
1.06
3.70
3.10
098
3.85
3.00
0.94
4.55
1.30
1.03
4.45
2.55
1.02
8
4.0o' 1.65
1.09
385|330
099
440
335
1,13
410
335
1.09
4.20
3.30
1.02
5.10
1.90
1.16
4,70
3.30
1.07
9
4.40 2.65
1.20
45014 lOJ 1.16
4.7 513-90
1,22
4.45
405
1.18
4.70
4.10
1.14
5.80
3.10
1.32
5.35
4.20
1.22
10
370,2.80
1.01
4. 15] 3.8 5 11.07
4.20!355
1.07
4 10
36 5
1.09
4.50
3.90
1,10
5.00
3.00
1.13
4.00
365
0.91
11
4. 15 3.50
1.13
450 445' 1.16
4.70:425
1.20
4.75
400
1.26
4.75
4,65
1.16
5.15
4.00
1.17
4.60
4.15
1.05
12
34 5 3.05
094
4.05 4.05 1.04
4.05
4.05 1 1.04
3.75
3,60
099
4.40
4.40
1.07
4.05
3.35
092
4.15
335
095
13
3.20:3.20'q87
3S5^3.65jQ94
3.35
335:0.86
335
3.3 5
089
3.70
3.70
O90
385
3.85
087
4.15
4.15
095
14
3.2 5 3.25
088
3.65|340|Q94
320
2.9510.82
330
330
088
3.65
355
089
385
3.85
0.87
4.50
4.50
1.03
15
3 1013.05
084
3.40,2.80|O88
3.20
2,70 082
3.15
2.80
083
3.50
33 5
085
3.60
3.40
082
4.00
4.00
0,91
16
3.75 360
1.02
3,8512 951099
3.90:2.70 100
3.60
300
Q96
3.70
330
Q90
4.00
355
0.91
4,50
3,85
1.03
17
3.55^3.45
096
3.60
2.25:093
3.70 1 1.90 0.95
3.50
245
Q93
3.70
22 5:0,90
4.50
3.85
1.02
4,60
3.2 5
1.05
18
3.60j3.35lQ98
355
1.751092
3.70:1.651095
3.55
1.85
094
385
1,80 |q94
4.00
3.45
09 1
4,45
2.50
1.02
19
355
3.10
09 6
345
1.35
089
3.65 1.50
093
350
1.35
093
3.95
1,4 5
091
4.25
33 5
Q96
4,05
1.80
Q92
20
37 5
335
1.02
4.05
1,35
1.04
4,25
1,80
1.09
4.00
1.30
1.06
4,6 5
1,70
1.13
4.70
3.65
1.07
4,05
1.55
0.93
21
34 5
2.95
Q94
3.85
1.60
099
4.00
2.05
1.02
3,80
1.40
1.01
4.45
1.85
1.08
4.35
3.00
098
3.55
1.20
OBI
AVERAGE
3.68
3.88
391
3.77
4.1 1
4.41
4.38
STATIC
5.06
5.06
5.06
5.06
5.06
5.06
5.0 6
DYNAMIC
8.14
8.14
8.14
8. 1 4
8.14
8.14
8.1 4
SECTION*
STRESSES IN BOTTOM LATERALS
A-A
2.05
015
2.40
030
2.15
QIO
2.15
Q40
3.05
0.10
2.70
QIO
2.30
0
8-8
2.25
0.70
2.40
050
2.05
070
2.50
060
2.40
0.70
2.35
0.45
2.70
Q50
c-c
2.55
1.30
2.15
1.65
2.15 11.60
2.50
1.90
2.20
1.90
2.35
0.95
2,05
1.05
0-0
1.0 5
1.05
1.75
1.45
1.65
1.40
1.30
1.30
1.90
1.75
1.80
1.80
2.50
2.20
E-E
2.10[1.95
2.60
1.25
2.50
1.25
2.05
1.35
2.45
1.30
3.40
2.10
3.10
I.70
F-F
2.60 1.70
2.25
-.35
2.40
0.10
2.30
-.20
2.65
0.10
2.85
1.65
3.00
0
AVERAGE
2.10
2.26
2.15
2.13
2.44
2.58
2.61
NOTE-. A SEE FIG. 39 FOR LOCATION OF THESE SECTION?,
- INDICATES COMPRESSION
102
Impact and Bridge Stresses
•
•
•
•
•
•
•iJ Z 3
a - o
< in o
L
4
qQ
t
•
8
ft,*
-■
□
•
4
nV
"y^.
if)
d
(-
o
<
S
a
u.
— r
_i
E
<
t-
to
O
z
»-
4
K
PERCENT OF RECORDED STATIC STRESS
. *
«
'
•
<j
•
•
4
4
2 <S
<rg§
UJ z o
K via
*• L
I
•(
> o
4
6
I o
o
—
o-
t
0
□
2 5"-"
in ~ (j; -w<
ir o ►- UJ
<" *" ^
2 UJ , O
O O ^ ►-
in o o u
o ^ I- <
4 o JJ o
UJ 9 In u,
5 cr u. I
< CD UJ H
— «*'2 O
,2 2 ;;;-eT
N h- in
"r- V "^
o • O 4 <] ■
PERCENT OF RECORDED STATIC STRESS
Tests of Transverse and Longitudinal B earns
10.^
13'- 0
f. EASTBOUND TRACK
^ ^.
t BRIDGE
t WESTBOUND TRACK
1 ^BASE OF RAIL 1 _NORTi! w-
15142
^APHRAGM 10 I 25
I 2 3 4 5 6
j^i
8 I 55
■_T
^
4HI- -J
20 I 65
I" WIRE GAGES
6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23
FLOORBEAM NUMBERS
SECTION ON t SPAN BEFORE REINFORCING
1 1 1 I 1 1 1 1 1 1 1
AREA DESIGN
"OR FL'RB'MS 10 - 19
1 J- DYNAMIC
\
^BEFORE REINFORCING
@ 45 MPH
/
=
-
^L
AVERAGE MAXIMUM STRESSES
./— BEFORE REINFORCING
/^ AFTER
/
JIM II
/
' p AFTER REINFORCING |
/
/
.— -"
^^
y
■^
@ 10 5 MPH
,.J
jL
/_
J
\
/
'^
■ .
N
s
Ei=t#4-^-^-^tTTTt-^-ttTT-ttf^-M
8 o H g
q: o <
o < o
7 °- -•
Z 2
O - ^
c "->
o CO tn <
5 ^ai-
"i 3 o
, =J m
3 (/) uj i-
^ > (/)
, liJ - 111
2 I-=!S
12 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21
FLOORBEAM NUMBERS
SIMULTANEOUS AND MAXIMUM STRESSES
t W B.
t E B
TRK
^*^o°-'^'yo-o°t#o?p^
TRK
RAILS 127 LB NYC
TIES 7x9x 8'-0@
6 C/C
1" \iyiDC nhr.rci -•
CONCREtE REINFORCING-^ "^ — ==— I WIRE GAGES
5 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23
FLOORBEAM NUMBER
24
SECTION ON t SPAN AFTER REINFORCING
WEST
L
(!) (f)
^
@ 4 5 MPH
^
^
^
@ 105 MPH
LOCOMOTIVE POSITION FOR SIMULTANEOUS STRESSES
-t SPANDREL GIRDER
PART PLAN
LOCOMOTIVES 8 SYMBOLS
• RUN 7 - NYC 4017 (3-AXLE DIESEL) 4 5 MPH WB
o RUN 2-3 - NYC 4032 (3-AXLE DIESEL) IQ5 MPH WB.
FOR TABULATION OF STRESSES SEE FIGS 44-52
N.Y.C.RB. BRIDGE TESTS
22'- 5i I BEAM SPAN
BALLASTED CONCRETE FLOOR
LOCATION OF GAGES AND TYPICAL RECORDED
STRESSES IN LONGITUDINAL FLOORBEAMS
104
Impact and Bridge Stresses
FIG 44
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22-5 I BEAM SPAN - BALLASTED CONCRETE FLOOR
RECORDED STRESSES
K -
IN LONGITUDINAL
3r-6 C. TO C GIROCRS
FLOORBEAMS
f"
TRACK
1 W.B. TRACK
i4)oi 15^0^91 AfiCi-i-e ii 4^l0l>3r-6 9l Ol 15^ K>i9t4€>IOi'$-6 f-S 4^t0i>!(-€ 9^ D^ IS^ K^MJ
iixiiinii^iiiiiiiiiin iiii iiiiii
^■18155 V-20I65 V-5*r WIRE GAGES
I I 9 X d ^ A 7 A Q irt II 19 IX 1^ li; tC 17 IQ IQ Ort Ol 90 9 Y 9A
234567 89 10 I
FLOORBEAM NUMBERS
2 13 14 IS 16 17 IB 19 20 21 22 2 3 24
SECTION
PERP
ENDICULAR
TO
L OF
TRACK
BEFORE REINFORCING |
TEST
TRAIN
WESTBOUND 1
2 -AXLE DIESEL
LOCOMOTIVE TYPE 3 AXLE DIESELS |
CaO. 5211
NYC 4017
NYC 4200
NYC 4027
RUN NO
5
7
9
3
SPEED IN
MPH
5 EST
45
4.8
590
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
•
FIRST WHEEL
1
70' WEST
OF t SPAN
8.1" WEST
OF t SPAN
lOO' WEST
OF t SPAN
COL NQI
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
H
_l
3
Z
X
<
O
t-
<
IT
_l
Z
V)
111 U)
Z <
K ->
X
4
z
O
K
4
t-
_i
3
z
<n
t- -1
X
<
z
Q
IT
X
<
Z
O
K
1
0.35
0
0.35
026
035
0
035
0.26
0.35
0
0 35 I029
0.25
O02
0.50
030
2
0.30
0
0.30
023
0.35
0
035
0.26
030
0
0.30 025
O20 j0.02
0.45
027
3
0.50
0
0.50
0.38
O50
0
0.50
0.37
0.40
0
0.40 0.33
035 i002 J
055
Q34
4
0.75
0
0 75
0.56
075
0
0 75
055
055
0
Q55 JO.45
055 002
O70
043
5
Q95
0
0.95
07I
1.05
0
1.05
0.77
095
0
0 95 0.78
0 75 0 02 1.05 064
6
070
0
0.70
053
0.75
0
0.75
055
055
0
"^055 0.45
0.50 0 02 0 75 046
7
0.90
0
O90
0.68
1.00
0
1.00
074
0.85
0
0.85 j O70
0.70 =002 0 95 0 58
8
2.05
0
2.15
1.62
2.10
0
2.10
1 54
1.90
0
1.90
1.56
1.70 |003 2 20 1 34
9
1.40
0
1.40
1,05
I.IO
0
I.IO
0.81
1.00
0
1.00
0.82
1,10 003 145 088
10
205
0
2.05
1.54
2.05
0
2.05
1.51
1.80
■0
1.80
1.48
190 003 2 15 131
II
2.20
0
2.20
1.65
2.10
0
2.10
1.54
1.95
0
1.95
1.60
1,85 0.03
2 20 j 1.34 1
12
2.25
0
2.25
1.69
2.30
0
2.30
1.69
2.00
0
2.00
1.64
220 0,03
2.60
1.58
13
2.55
0
2 55
1.92
2.65
0
12^^65
1.95
2.25
0
2.25
1.84
2,50
003
2 80
1.71
14
200
0
2 00
1.50
2.15
0
2.15
1.58
1.80
0
1.80
1.48
2.20
0
2.40
1.46
15
1.65
0
.1.65
1.24
1.80
0
1.80
1.32
1.60
0
1.60
1.31
1.90
0
1.90
1.16
16
1.75
0
1.75
1.32
1.85
0
1.85
1.36
1.65
0
1.65
1.35
2.45
0
2.45
1.49
17
2.20
0
2.20
1.65
2.35
0
2.35
1.73
2.10
0
2.10
1.72
2.60
0
2.60
L58
18
1.90
0
1.90
1.43
2.10
0
2.10
1.54
1.90
0
1.90
1.56
2.20
0
2.20
1.34
19
1.50
0
1.50
1.13
1.45
0
1.45
1.07
1.30
0
1.30
1.07
1.70
0
1.70
104
20
1.00
0
1.00
0.74
1.35
0
1.35
1.1 1
2.40
0.01
3.15
1.92
21
0.70
0
0.70
0.53
0.90
0
0.90
0.66
0.75
0
0.75
0.62
0.80
0
085
0.52
22
0.70
0
0.70
0.53
0.70
0
0.70
052
0.60
0
0.60
0.49
0.70,
0.02
1.25
0.76
23
0.75
0
0.75
0.56
0.90
0
0.90
0.66
095
0
0.95
0.7 8
0.20
0.02
1.50
0.91
24
0.50
0
0.50
0.38
040
0
0.40
0.29
0.40
0
0.40
0.33
0.25
0.02
I.IO
a67
AVERAGE
1.33
1.36
1.22
1.64
/
VREA (
)ESIGN FOR FLOORBEAM
S 10-19 1
STATIC
3.96
3.60
3.96
DYNAMIC
6.30
5.73
6.30
NOTES: STRESSES SHOWN ARE TENSION VALUES IN KSI.
"SIMULT"- SIMULTANEOUS STRESSES WITH MAXIMUM STRESS AT FLOORBEAM 17.
"TIME LAG" BETWEEN SIMULTANEOUS AND MAXIMUM STRESS IN SECONDS.
• MAX " ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
• RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM STRESS.
Tests ol Transverse and Longitudinal Beams
105
FIG 45
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22-5 I-BEAM SPAN - SAL L AST E 0 CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31-6 C TO C.GIRDERS
NORTH
«.EB TRACK
t. W B. TRACK
l4jo|l5^ I0i9i4(?l0i =3-6 l'5 4ei0^ = 3'-6 SilO^IS^ IOJ9i4eiO|=3'-6 1-5 4^10^ =3'-6 9^10^15^ lO^Wj
LiUttnitaiiiiliiitiiLiiinliln
^19 155 ^20 165 ^-^1"' WIRE GAGES
A
2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SECTION
PERPENDICULAR
TO
«. OF
TRACK
BEFORE REINFORCING I
TEST
TRAIN
WESTBOUND
EASTBOUNO *
3- AXLE DIESEL
4-6-2
4-6-4
NYC 4000
NYC 4000
NYC 4856
NYC 5444
RUN NO.
1
2
12
16
SPEED IN
MPH.
74 6
75,6
19,4
26 EST.
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT
FIRST DRIVER AT 1
119' WEST
OF t SPAN
43.1' WEST
OF t SPAN
5,8' WEST
OF t SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR-
BEAM
NO.
H
u (3
1 <
1- -'
X
<
2
o
4
cr
1 1
><
<
5
O
s <
<
5
O
5
in
S 4
1 1
<
5
o
1-
<
1
0.2 0
0.02
03 0
0. 1 7
0.5 5
0
0 55
0,3 2
0,3 5
0.02
0.50
0,3 1
4,05
2.94
2
0.3 0
0.0 2
0.3 5
0,1 9
0.5 5
0
0,5 5
0,3 2
0,3 5
0.02
0.5 0
0.3 1
3,1 5
2.28
3
0.4 0
0.0 2
0.50
0.28
0.60
0
0.60
0,3 5
0,4 5
0.02
0.6 0
0.3 7
3,30
2.40
4
0.7 0
0.0 2
0.8 0
0.44
0,7 5
0
0,75
0,4 3
0,70
0
0.70
0.43
2,90
2. 10
5
1.2 0
0.0 1
1.30
0.7 2
1.10
0.01
1.25
07 2
1.20
0
1.20
0.74
3.05
2.20
6
0.7 0
0.0 1
0,7 5
0.4 2
0.8 0
0.0 1
0,8 5
0,49
oeo
0
0.80
0.4 9
1.25
0.9 1
7
1.00
0.0 1
1.20
0.6 7
0.95
0,01
1.05
0.6 1
I.I 0
0
1, 10
0,6 8
1.05
0,7 6
8
2.60
0.0 1
2.70
1.50
2.05
0,02
2,35
1.36
2.55
0
2,55
1.56
2.30
1,67
9
1.60
0.0 1
1.70
0.95
1.25
0,02
1,60
0.9 2
1,35
0
1.35
0,8 3
1,05
0,76
10
2 60
0
2.60
1.44
2,20
0,02
2.3 0
1,33
2.40
0
2,40
1,47
I.IO
0,80
II
2.70
0
2.70
1,50
2,25
0,02
2.40
1,39
1.05
0
1,05
0.64
0,65
0.47
12
3.10
0
3.10
1.72
2.50
0.02
2,60
1.50
2,60
0
2.60
1.60
0.45
0,33
13
3.55
0
3.5 5
1,97
3.20
0,02
3,35
1.94
3.45
0
3.45
2,12
0.5 0
0.36
14
2.85
0
2.85
1.5 8
2.65
0
2,65
1.53
2,60
0
2.60
1.60
0,30
0.22
15
1.90
0
1.90
1,06
1.80
0
1,80
1,04
2,25
0
2,25
1,37
0,20
0. 14
16
2,50
0
2.50
1,39
2.2 5
-,3 0
2,55
1,47
2,45
0
2,45
1.50
0.30
0.2 2
17
2.8 5
0
2.85
1,&8
2,75
0
2,75
1.59
2,35
0
2,35
1.44
0.2 0
0. 1 4
18
2.50
0
2.50
1,39
2,25
-,30
2 40
1.39
2,70
0
2,70
1.66
0.20
0.14
19
1.70
0
1.70
0,9 5
1,65
-.30
1,70
0,98
1,85
0
1.85
1, 14
0,15
0. 1 1
20
2.20
0.05
3.00
1,67
2,85
-.30
3.25
1.88
2,05
0
2.05
1,26
0,40
0.29
21
0.80
-.0 1
1,00
0,5 6
1,00
0
1,00
0.58
1.05
0
1,05
0.64
0. 15
0. 1 1
22
0.8 0
-.01
1.00
0.5 6
1.00
0.0 1
1,05
0.6 1
0.55
0.0 1
0.75
0.4 6
0.2 0
0.14
23
0.80
0.06
1.25
0.6 9
0,45
0.0 1
1,1 5
0.66
1.30
0.01
1.50
0,9 2
0.2 5
0.18
24
0.5 0
0.0 4
1.00
0.56
0.3 5
0.01
0,90
0.52
0.40
0.0 1
0,6 5
O40
0.15
0. 1 1
AVERAGE
1.80
1,73
1.63
1.38
AREA DESIGN FOR FLOORBEAMS 10-19 J
STATIC
3.96
3,96
4.44
DYNAMIC
6.30
6.30
7.95
NOTE
FOR
; * EASTBOUND
OTHER NOTES SEE
ON EASTBOUND TRACK.
FIG 44
I
106
Impact and Bridge Stresses
FIG, 46
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22^1-BEAM SPAN - BALLASTED CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31-6 C TOO. GIRDERS
NORTH ^
4. E.a TRACK
t. W.B. TRACK
9i4eOi'3'-6C-5 4«l0i'3^-6 9il0tl5il0i9i'»«>i'3^6 ("-S 4eiOt'3'-6 9il0i 15^ ©irtj
tt 11 I -i-tt 'I I I III iTt- 1 T1 TT •
iQmii^iiiiiii iiiiiiiiiiiiitnll
^18 I 55 >20 I 65 *-^- r WIRE GAGE
12 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 2021 22 23 24
SECTION
FLOORBEAM NUMBERS
PERPENDICULAR TO t
OF TRACK
BEFORE REINFORCING |
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE 4-6-4
2-8
- 4
NYC
5321
NYC
5261
NYC 5454
PM 1227
RUN NO.
10
4
II
8
SPEED IN
MPH.
439
46.0
74.6
15 7
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT
6.4' WEST
OF «. SPAN
6.1' WEST
OF «. SPAN
4.2'
OF t
WEST
SPAN
23.2'
OF t
WEST
SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
in
111 o
2 4
P -"
X
<
2
O
2
in
p-j
X
<
2
O
1-
<
q:
2
in
24
P -J
X
<
2
o
a:
I-'
-I
2
in
^3
X
<
2
O
a:
1
0.35 0.02
0.55
026
0.60
0.02
0.70
0.33
0.30
O07
0.80
0.36
0.85
0
0.85
0.34
2
0.35 'o.02
0.45
0.2 1
0.40
0.02
0.65
0.30
0.20
0.07
0.65
029
0.75
0
0.75
0.30
3
0.50
0.02
0.65
031
0.70
0.02
0.90
0.42
0.50
0.07
1.05
0.47
0.85
0
0.85
034
4
0.80
0.0 1
0.85
040
0.95
0.02
1.15
0.55
0.75
0.07
1.15
0.51
1.10
0
I.IO
044
5
1.40
0
1.40
0.67
1.65
0.02
1.70
0.79
1.55
0.07
1.65
0.74
1.60
0
1.60
0.64
6
0.90
0
0.90
0.43
1.00
0.01
I.IO
0 51
0.85
0.01
I.IO
0.49
1. 10
0
I.IO
0.44
7
1.25
0
1.25
0.60
1.40
0.0 1
1.50
0.70
1.20
0.01
1.35
0.60
1.50
0
1.50
0.60
8
2.90
0
2.90
1.38
3.10
0.01
3.40
1.59
3.40
0
3.40
1.52
3.35
0
3.35
1.34
9
1.85
0
1.85
0.88
2.00
0.01
2. 10
0.98
1,85
0
1.85
0.83
1.85
0
1.85
0.74
- 10
2.85
0
2.85
1.36
0.70
0.02
075 0.35
2.95
0
2.95
1.32
3.30
0
3.30
1.32
II
3.00
0
3.00
1.43
0.70
0.0 1
0 90 0.42
3.20
0
3.20
1.43
3.55
0
3.55
1.42
12
3. 15
0
3.15
1.50
3.40
0.01
3.50
1.64
3.20
0
3.20
1.43
4.00
0
4.00
1.60
13
4.35
0
4.35
2.07
3.90
0.02
4.30
2.00
4.45
0
4.45
1.99
5.10
0
5. 10
2.04
14
3.10
0
3.10
1.48
3.30
0
3.30
1.54
3.20
0
3.20
1.43
3.80
0
3.80
1.52
15
2.50
0
2.50
1.19
2.40
0
2.40
1. 12
2.60
0
2.60
1. 16
3.00
0
3.00
1.20
16
2.85
0
2.85
1.36
3.20
0
3.20
1,50
3.10
0
3. 10
1.38
3.70
0
3.70
1.48
17
3.35
0
3.35
1.60
3.65
0
3.65
1.71
3.15
0
3.15
1.41
3.45
0
3.45
1.38
18
3.40
0
3.40
1.62
3.25
0
3.25
1.52
3.25
0
3.25
1.45
3.85
0
3.85
1.54
19
2.25
0
2.25
1.07
2.40
0
2.40
1.12
2.25
0
2.25
1.45
2.60
0
2.60
1.04
20
3.15
0
3. 15
1.50
3.50
0.01
4.20
1.96
3.00
0.03
3.70
1.65
2.65
0
2.65
1.06
21
1.45
0
1.45
0.69
1.30
0.01
1.45
0.68
0.90
0.03
1.45
0.65
2.00
0
2.00
0.80
22
0.70
0.01
1.10
0.52
1.20
0.01
1.60
0.75
0.55
0.03
1.35
0.60
1.80
0
1.80
0.72
23
1. 10
0.01
2.00
0.95
0 80
0.01
1.80
0.84
0.60
0.03
2.10
0.94
2.60
0
2.60
1.04
24
0.30
0.01
I.IO
0.52
0.70
0.01
1.35
0.63
0.05
0.03
0.90
0.40
1.55
0
1.55
0.62
AVERAGE
2.10
2.14
2.24
2.50
AREA DESIGN FO
R FLOORBEAMS 10-19
STATIC
4.79
4.
79
4.79
DYNAMIC
8.59
8.59
8.59
FOR NOTES SEE Fl6 44
Tests of Transverse and Longitudinal Beams
107
FIG. 47
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22'-5 I-BEAM SPAN - BALL ASTED CONCRETE FLOOR
RECORDED STRESSES
3
IN LONGITUDINAL FLOORBEAMS
6 C TO C GIRDERS
E.B. TRACK
Wl Oil54 I0i9i4ei0i«3'-6r-54@l0i = 3'-69il0il5i 10^9i4ei0^ = 3'-6 1-5 4 e|oi=3'-69il0il5i 10^14}
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^18 I 55 ^20 I 65 V_L-|" WIRE GAGES
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FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO <. OF TRACK
BEFORE REINFORCING |
TEST
TRAIN
WESTBOUND |
2-8-4
LOCOMOTIVE TYPE; 4-8-2
4-8-4
CaO 2689
NYC 2858
NYC 3015
NYC 6021
RUN NO.
14
6
15
13
SPEED IN
MPH.
53 4
6.2
40.7
51.9
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
9.7' WEST
OF t. SPAN
4.7' WEST
OF t SPAN
5.9' WEST
OF "L SPAN
4.8' WEST
OF t SPAN
COL. NO 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
-I
3
01
<
5
o
<
5
s
in
?3
X
4
o
1-
<
5 <
X
<
0
<
IT
X
<
2
0
y-
<
1
0.60
0,07
0.95
0.32
0.55
0
0.55
0.24
0.30
0.03
0.75
0.31
0.45
0.02
0.70
0.36
2
0.55
0.07
0.85
0.28
055
0
0.55
0.2 4
0.30
a 02
0.70
0.29
0.40
0.02
0.65
0.33
3
0.75
0.07
1.00
0.33
0.80
0
0.80
0.35
0.35
0.02 iO.80
0.33
0.65
0.02
0.85
0.43
4
1.05
0.01
1.25
0.42
1.15
0
1.15
0.50
0.65
0.02 ' 1. 10
0.45
0.90
0.02
1.00
0.51
5
1.95, 0
1.95
Q65
1.65
0
1.65
0.72
1.25
0.02: 1.75 1 0.72
1.65
0
1.65
0.84
6
1.30
0
1.30
0.43
1.00
0
1.00
0.44
0.85
0.02
1. 15
0.47
1.00
0
1.00
0.51
7
1.80
&
1.80
0.60
1.55
0
1.55
0.67
1.20
0.07
1.55
0.64
1.45
0
1.45
0.74
6
2.30
0
2.30
0.76
3.45
0
3.45
1.50
3.25
0.07
3.60
1.48
3.15
0
3. 15
1.60
9
2.25
0
2.25
0.75
2.30
0
2.30
1.00
1.65
0.07
1.90
0.78
1.65
0
1.65
0.84
10
3.95
0
3.95
1.31
3.2 0
0
3.20
1.39
3.05
0.07
3.25
1.34
3.00
0
3.00
1.52
II
4. I5i 0
4, 15
1.38
3.50
0
3.50
1 52
3.30
0 [3.30
1.36
3. 10
0
3.10
1.57
12
4.50 i 0
4.50
1.50
3.70
0
3.70
1.61
3.65
0
3.65
1.50
3. 15
0
3. 15
1.60
13
5.85 1 0
5.85
1.94
4.55
0
4.55
1.98
4.75
0
4.75
1.96
4.25
0
4.25
2.16
14
3. 05 1 0
3.05
1.01
3.60
0
3.60
1.56
2.55
0
2.55
1.05
1.60
0
1.60
0.81
15
3.80 1 0
3.80
1.26
2.90
0.26
3.00
1.30
3.00
0
3.00
1.24
2.35
0
2.35
1.19
16
4.75
0
4.75
1.58
2.85
0.26
3.05
1.33
3.50
0
3.50
1.44
2.75
0
2.75
1.40
17
4.35
0
4.35
1.45
3.50
0.2 6
3.80
1.65
3.70
0
3.70
1.52
2.90
0
2.90
1.47
18
4.75
0
4.75
1.58
3.20
0.26
3.45
1.50
3.60
0
3.60
1.48
2.60
0
2.60
1.32
19
3.60
0
3.60
120
2.15
0.26
2.40
1.04
2.75
0
2.75
1. 13
2.05
0
2.05
1.04
20
5.40
0
5.40
1.80
2.50
0.26
2.95
1.28
3.70
0
3.70
1.52
2.50
0.08
2.90
1.47
21
2.40
0
2.40
0.80
1.20
0.26
1.45
0.63
1.90
0
1.90
0 78
1.25
0
1.25
0 63
22
2.00
0
2.00
0.66
1. 10
0.26
1.25
0.54
1.25
0.01
1.60
0.66
0.70
0.08
1.00
0.51
23
2.50
0.01
2.95
0.98
1.35
0.26
1.60
0.70
1.55
0.02
2.40 i 0.99
0.80
0.08
1.45
0.73
24
3.00
0.01
3.10
1.03
0.60
0,26
0.70
0.30
0.40
0.02
1.25
0.51
0.25
0.08
0.90
0.46
AVERAGE
3.01
2.30
2.43
1.97
AREA DESIGN FOR FLOORBEAMS 10-19 1
STATIC
5.02
5.23
5.25
DYNAMIC
9.00
9.38
9.41
FOR NOTES SEE FIG. 44
108
Impact and Bridge Stresses
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
?2-5 I-BEAM SPAN- BALLASTED CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31-6 C TO C GIRDERS
' NORTH
tE B TRACK
L W 8 TRACK
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FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t OF TRACK
AFTER REINFORCING |
TEST
TRAIN
WESTBOUND
LOCOMOTIVE TYPE 3 AXLE DIESEL
NYC 4209
NYC 4032
NYC 4000
NYC 4034
RUN NO
2-12
2-3
2-7
2-16
SPEED IN
MPH
7.6
10.5
15.4
36.2
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT
9 6' WEST
OF t SPAN
76' WEST
OF t SPAN
80' WEST
OF t SPAN
136' WEST
OF t SPAN
COL NO. 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
FLOOR -
BEAM
NO.
3
in
1- -■
o
1-
<
UJ (3
<
z
o
1-
Z
IT)
UJ o
z <
x
<t
z
o
z
UJ o
Z«i
P-i
X
<
S
S
a:
1
025
0
0.25
043
025
0
0.25
0.39
0.25
0
0.25
0.35
0.10
-0O4
0.20
0.29
2
0.40
0
0.40
0.69
0.40
0
0.40
0.63
0.30
0
0.30
0.46
0.20
-004
0.30
044
3
0.35
0
0.35
0.60
0.30
0
0.30
0.47
030
0
0.30
046
025
-004
035
0.51
4
0.35
0
0.35
0.60
0.35
0
0.35
0.55
035
0
0.35
0.54
0.25
-004
0.35
051
5
0.50
0
0.50
0.86
0.45
0
0.45
0.70
0.40
0
0.40
0.62
0.35
-004
0.4 5
065
6
0.45
0
0.45
0.78
0.40
0
0.40
0.63
0.4 5
0
0.4 5
0 69
0.25
-0D4
0.40
0.58
7
0.45
0
0.4 5
078
0.60
0
0.60
0.94
0.35
0
0.35
0.54
0.35
-0.04
0.45
065
8
0.55
0
0.55
0.95
0.70
0
0.70
1.09
0.55
0
0.55
0.85
0.50
-0O4
0.65
0.94
9
0.65
0
0.65
1.12
0.70
0
0.70
1.09
0.65
0
0.65
1.00
0.60
-0X>4
0.75
IXS
10
0.70
0
0.70
1.21
0.85
0
0.85
1.33
0.75
0
0.75
1.15
0.65
-Q04
0.80
1.16
M
0.85
0
085
1.46
0.90
0
0.90
1.41
0.90
0
0.90
1.38
075
-004
0.90
1.30
12
0.75
0
0.75
1.29
0.85
0
0.85
1.33
0.90
0
0.90
1.38
0.75
-0.04
1.00
1.45
13
0.70
0
0.70
121
0.80
0
0.80
1.25
0.80
0
0.80
1.23
0.80
-004
0.90
1.30
14
0.65
0
0.65
1.12
0.65
0
0.65
100
0.65
0
0.65
1.00
0.75
-0.10
0.80
1.16
15
0.60
0
0.60
I03
0 70
0
070
109
0.70
0
070
1.08
0.75
0
075
1.09
16
0.85
0
0.85
1.46
0.75
0
0.75
1.17
0.95
0
0.95
1.46
1.00
0
lOO
1.45
17
0.75
0
0.75
129
090
0
0.90
1.41
0.85
0
0.85
1.31
1.00
0
1.00
1.4 5
18
070
0
0.70
121
0.85
0
085
1.33
1.00
0
1.00
1.54
0.90
0
0.90
1.30
19
065
0
0.65
1.12
0.70
0
070
1.09
0.70
0
0.70
1.08
0.80
0
080
1.16
20
0.65
0
0.65
1 12
065
0
0.65
1.00
0.90
0
0.90
1.38
0.85
0
0.85
1.23
21
060
0
0.60
1.03
065
0
0.65
1.00
0.70
0
0.70
1.08
065
0
0.65
0.94
22
050
0
0.50
0.86
0.55
0
0.55
0.86
0.70
0
0.70
108
0.65
0
0.65
0.94
23
0.50
0
0.50
086
0.6 5
0
0.65
1.00
0.75
0
0.75
1.15
0.50
0.01
0.80
1.16
24
0.60
0
0.60
1,03
0.70
0
0.70
1.09
0.75
0
0.75
1.15
060
0.01
0.80
1.16
AVERAGE
0.58
0.64
0.65
069
AREA DESIGN FOR FLOORBEAMS 10-19 |
STATIC
3.60
3.96
3.96
3.96
DYNAMIC
5.73
6.30
6.30
6.30
FOR NOTES SEE FIG 44
Tests of Transverse and Longitudinal Beams
109
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22-5 I- BEAM SPAN- BALLASTED CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31-6 C, TO C. GIRDERS
NORTH ^
t E.B. TRACK
t W. B. TRACK
l4|lOjl5^IO?9i4PIOi=3-e r-54ei0j=3-6 9i 10^15^ 0^9i 4610^=3^6 1-546105=3-6 SilO^IS^ 10^14}
LlylniiiyiinilnniillliiitlntJ
^-18 I 55 '^ 20 I 65 Vi^l" WIRE GAGES
I 2 3 4 5 6 7 -8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
LECTIO
N PERPENDICULAR TO
t OF TRACK
AFTER REINFORCING |
TEST
TRAIN
WESTBOUND ]
LOCOMOTIVE
TYPE
■■ 3 AXLE DIESELS
NYC 4103
NYC
4200
NYC
4033
C.8.0
103
RUN NO.
2
-10
2-
14
2-17
2-
9
SPEED IN
MPH.
44.5
52.4
61.4
75.4
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT |
III' WEST
OF t SPAN
71.6'
OF t
WEST
SPAN
51. r
OF t
WEST
SPAN
7.6'
OF t
WEST
SPAN
COL. NO. 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
FLOOR
BEAM
NO.
LlI rn
p -1
<
s
o
3
S
CO
is
x
4
s
0
01
s
in
is
X
<
2
0
a:
in
is
x
<
S
0
a:
, 1
0.30
0
0.30
0.42
0.25
0
0.25
0.42
0 25
0
0.25
040
0.25
0
0.25
034
2
0.45
0
^0.45
0.63
0.25
0
0 25
0.42
0.35
0
0.35
0.56
0.30
0
0.30
0.41
3
0.40
0
0.40
0.56
0.25
0
0.25
0.42
0.30
0
0.30
0.48
0.35
0
0.35
0.47
4
0.45
0
0.45
0.63
0.25
■075
0.30
0.50
0.40
0
0.40
0.6 5
0.45
0
0.45
0.61
5
0.80
0
0.80
1. 1 1
0.25
-0.7 5
0.40
0.67
0 45
0
045
06I
6
0.45
0
0.45
063
0 30
•0.75
0.35
0.58
0 40
0
0.40
0.65
0.50
0
0.50
0.68
7
0,55
0
Q55
076
0.25
■075
0.40
0.67
0.45
0
0.45
0.73
0 50
0
0.50
0.68
8
065
0
0.65
0.90
0.4 5
-075
055!
0 92
Q55
0
055
0.89
O70
0
0.70
0.95
9
Q70
0
0.70
0.97
0.50
0
O50
0 83
0 65
0
065
1,05
075
0
0,75
1.00
10
0.75
0
0.75
1.04
060
0
0.60
1.00
0.70
0
0.70
1. 13
0.85
0
0.85
1.15
II
Q85
0
0.85
1. 18
0.65
-0 75
0 75
1.25
0,75
0
0.75
1.21
1.05
0
1.05
1.42
12
0.85
0
0.85
1.18
0.65
■0 75
0 75
1.25
0.75
0
0.75
1.21
0.95
0
0,95
1.28
13
0.90
0
0.90
1.25
0.80
0
0.80
1.33
0.80
0
0.80
1.29
0.90
0
0,90
1.22
14
0.80
0
Q80
1. 1 1
0.90
0
0.90
1.50
0.75
0
075
1.21
085
0
0.85
1.15
15
0.85
0
&85
1, 18
0.90
0
0 90
1.50
0.80
0
0.80
1.29
0.95
0
0.95
1.28
16
0.95
0
0.95
1.32
0.80
0
0,80
1.33
0.95
0
0.95
1,53
1, 10
0
1. 10
1.49
17
1.00
0
1.00
1.39
0.90
0
0.90
1.50
0.95
0
0.95
1.53
1. 15
0
1. 15
1.56
18
0.90
0
0.90
1.25
0.95
0-
0 95
1.58
0.85
0
0.85
1.37
1.00
0
1.00
1.35
19
0.85
0
0.85
1.18
0.75
0
0.75
1.25
0.70
0
0.70
1. 13
0.85
0
0.85
1.15
20
0.80
0
0.80
1.1 1
0.65
0
0.65
1.08
0.70
0
0.70
1. 13
0.80
0
0.80
1.08
21
0.75
0
0.75
1.04
0.65
0
0.65
1.08
0.60
0
O60
0.97
0.75
0
0.75
1.00
22
0.70
0
0.70
097
0.65
0
065
1.08
0.45
0
0.45
0.73
0.65
0
0.65
0.88
23
0.70
0.02
0.80
1. 1 1
0.70
0
0.70
1. 17
0.50
0
0.50
08I
0.70
0
0.70
0.95
24
0 55
0.01
0.65
0.90
0.60
0
O60
1.00
0.60
0
0.60
0.97
0.85
0
0.85
1.00
AVERAGE
0.72
0.6 1
0.62
0.74
AREA DESIG
SI FOR
FLOO
RBEA^
AS 10
- 19
STATIC
3.8 2
3.60
3.96
DYNAMIC
6.08
5.73
6.30
FOR NOTES SEE FIG. 44
no
Impact and B ridge Stresses
Fig. 50
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22-5 I-BEAM SPAN - BALLASTED CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31"- 6 C TO C GIRDERS
C W B TRACK
NORTH
t E B. TRACK
MJOle^ O^9i4ei0^'3<-6 r-S4ec^*3^6 9^O^I5^O^9i4(^l0l-»6 ^-9 4 eiO^>3^6 9iO^ 15^ O^m)
itiiitiiitit^iittiliinittiiimn
^18 I 55 ^20 I 65 ^~-i— r WIRE GAGES
Jt
I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO «. OF TRACK
AFTER REINFORCING I
TEST
TRAIN
WESTBOUND I
LOCO, type: 3 AXLE DIESEL |
LOCOMOTIVE TYPE- 4-6-4 |
NYC 4016
NYC 4021
NYC 5267
NYC 5296
RUN NO.
2-6
2-15
2-18
2-13
SPEED IN
MPH
76.5
78.4
3.6
42.6
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT
FIRST DRIVER AT
5.4' WEST
OF t SPAN
574' WEST
OF t SPAN
2.2' WEST
OF t SPAN
7. 5" WEST
OF t SPAN
COL. NO. 1
2
3
4
5
6
7
B
9
10
11
12
13
14
15
16
17
FLOOR -
BEAM
NO.
2
(/I
P -J
x
<
z
Q
t-
<
a.
!3
2
H-l
X
<
2
O
2
X
<i
2
o
a:
i
P-J
X
1
S
IT
1
020
0.02
0.30
0.40
0. 15
-0.08
0.30
0.38
O40
0
0.40
0 44
O20
0.02
0.30
0,32
2
0.20
0.02
0.35
0.47
0.20
-0.04
0.35
0.44
0.45
0
0.45
0.49
0.30
0.01
0.45
0.48
3
0.20
0.01
0.30
O40
0.25
a 12
0.40
050
045
0
0.45
0.49
0 35
0.01
0.40
0.43
4
0.30
0.01
0.40
0.53
0.20
0. 12
0.45
0.57
0.55
0
0.55
0.60
0.40
0.01
0.49
0.48
5
0.30
0.02
0.40
0.53
0.35
0. 12
0.50
0.6 3
0.60
0
060
0.66
0.45
001
0.60
0.64
6
0.30
0.03
0.45
0.60
0.30
0. 12
0.50
0.63
O60
0.
0.60
0 66
0.40
0.01
0.55
0.59
7
0.40
0.02
0.50
0.67
0.30
0. 12
0.55
0.69
0.60
0
0 601
0.66
0.45
0.01
0.55
a 59
B
0 60
0.02
0.70 0 93
0.45 a 12 '0.65
0.82
0.85
0
0.85
|0.93
0,65 }0 01
0.75
0 80
9
0.70 i0.02 0.80 1 07
0.55 0 12 0.80 1.00
0.90
0
0.90
099
0.65 ,0.01 0 80 0.86|
10
0.80 0.02 0.90 1.20
0.60
0.12
0 85
1.04
1.05
0
1.05
1.16
0.85 jOOJ^
1.05 1.12
II
0.95 .0.02 1. 10
1.47
0.80
O 12
1.00
1.26
1.20
0
1.20
1.32
1.05
0.01
1.30 1.39
12
1.00
0.02 1.05
1.40
0.70
0. 12
0.90
1. 14
1.25
0
1.25
1.37
0.95
0.01
1.15 1.24
13
0.8O
0.02
1.00
1,33
1.05
0
1.05
1.32
1.15
0
1. 15
1.26
105
1.05
■O06!: 1.25 ■ 1.34
14
0.70
0.02
0.80
1.07
1.05
0
1.05
1.32
1.05
0
1.05
1. 16
0.02
1.20 _ 1.29
15
1.00
0
1.00
1.33
1.05
0
1.05
1.32
1.20
0
1.20
1.32
1. 15
0
1.15
124
16
1.05
0
1.05
1.40
1.05
0
1.05
1.32
1.25
0
1.25
1.37
1.35
0
1.35
1.45
17
1.05
0
1.05
1.40
1. 15
0
1.15
1.45
1.25
0
1.25
1.37
1.35
0
1.35
1.45
IB
1.05
0
1.05
1.40
1.15
' 0
1. 15
1.45
1.25
0
1.25
1.37
1.30
0
1.30
1.39
19
0.75
0.01
0.85
1.13
1.05
0
1.05
1.32
1. 10
0
1. 10
1.21
1.05
0.01
1. 15
1.24
20
0.65
0.01
0.75
1.00
1.00
0
1.00
1.26
0.95
0
0.95
1.04
1.05
0.01
1.15
1.24
21
0.70
0
0.70
0.93
0.85
0
0.85
1.04
0.95
0
0.95
1.04
0.90
0.01
1.00
1.07
22
0.50
0^1
0 75
1.00
0.65
0
0.65
0.82
0.75
0
0 75
0.82
0.75
0.01
090
097
23
0.50
aoi
0.80
1.07
0.80
0
O80
1.00
090
0
0.90
0.99
0.75
0.01
1.05
1.12
24
0.60
0J3I
0.90
1.20
0.90
0
0.90
1. 14
1.05
0
1.05
1. 16
O.BO
0.01
1.20
1.29
AVERAGE
075
0.79
0.91
1
0.93
AREA DESIGN FOR FLOORBEAMS 10 - 19
STATIC
3.96
3.96
4.99
4.79
DYNAMIC
6 30
6.30
8.95
8.59
FOR NOTES SEE FIG 44
Tests of Transverse and Longitudinal Beams
111
FIG. 51
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
22'-5 I BEAM SPAN - BALLASTED CONCRETE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
31'- 6 C. TO C. GIRDERS
t E. B. TRACK
t W. B. TRACK
I4jl0^l5| 10^9^ 4S'l0i=3'-6l-5 4S'IO^ = 3-6 9^10^15^ 10^9^, 4'PI0^ = 3'-6 1-5 4610^=3-6 9i 10^15^ 10^14^
rM-
rr
-t-
■n
i^iiiiiigiiiiiiiiiilUiiiniiiiL
^18 I 55 ^20 1 65 ^—i— I" WIRE GAGES
I I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t OF TRACK
AFTER REINFORCING |
TEST
TRAIN
WESTBOUND |
LOCOMOTIVE
TYPE; 4-6-4
2-8- 4
NYC
5318
NYC 5295
PM 1217
RUN NO.
2-
4
2-11
2-2
SPEED IN
MPH
51
8
53.7
54.1
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT
8.6' WEST
OF t SPAN
8.2' WEST
OF t SPAN
12.2' WEST
OF t SPAN
COL. NQ 1
2
3
4
5
6
7
8
9
10
II
12
13
FLOOR -
BEAM
NO.
3
S
CO
UJ o
S <
X
<
5
O
1-
<
to
UJ o
S <
><
<
2
g
1-
<
a:
to
UJ o
5 <
P -1
X
<
s
g
<
1
0.25
0.02
0.40
038
0.35
0.0 1
0.45
0.42
0.40
0.06
0.50
0,39
2
0.30
0.02
0.50
0.47
0.45
0.0 1
0.55
0.51
0.40
0.06
0.55
0.43
3
0.35
0.02
0.50
0.47
0.45
0.0 1
0.60
0.56
0.50
0.06
0.65
0.50
4
0,40
0.01
0.60
0.57
0.70
0
0,70
0.66
0.65
0.06
0.80
0.62
5
0.50
0.02
0.70
0,66
0.80
0
0,80
0.75
0,45
0.02
0.65
0.50
6
0.55
0,02
0.70
0.66
0.70
0
0,70
0.66
0.70
0.06
0.85
0.66
7
0.50
0.02
0.70
0.66
0.75
0
0.75
0.70
0.65
0.02
0.85
0.66
8
0.80
-.04
1.00
0.94
1.00
0
1.00
0.94
1.00
0.02
1.15
0.90
9
0.90
-.04
1. 15
1.09
1. 10
0
1. 10
1.03
1.20
0.0 1
1.40
1.19
10
1.00
-.03
1.30
1.23
1.35
0
1.35
1.26
1.35
0,0 1
1.60
1.24
II
1.20
-.04
1.45
1.37
1.55
0
1.55
1.45
1.55
0.0 1
1,65
1.28
12
1.25
0.01
1.45
1.37
1.45
0
1.45
1.36
1.70
0.0 1
1,90
1.47
13
1.35
0
1.35
1.27
1.30
0
1.30
1.22
1.40
0.01
1.65
1.28
14
1.20
0
1.20
1.13
1.05
0.01
1. 15
1,08
1.20
0.01
1.60
1.24
15
1.55
0
1.55
1.46
1.25
0
1,25
1. 17
1.40
0.01
1.80
1.40
16
1.55
0
1.55
1.46
1.50
0
1.50
1,40
1.45
0.01
1.90
1.47
17
1.55
0
1.55
1.46
1.40
0
1.40
1.31
1.80
0
1.80
1,40
18
1.60
0
1.60
1.51
1.40
0
1.40
1.31
1.60
0
1.60
1.24
19
1.35
0
1.35
1.27
1.30
0
1.30
1.22
1.20
0.01
1.40
1.09
20
1.25
0
1.25
1.18
1.20
0
1.20
1.12
1.20
0.01
1.50
1. 16
21
1. 10
0
1. 10
1,04
0.95
0
0.95
0.89
1.00
0.01
1.25
0.97
22
1. 10
0
1, 10
1.04
0.95
0
0,95
0.89
0.95
0,01
1.20
0.93
23
1. 15
0
1. 15
1.09
1.00
0
1,00
0.94
1.10
0,01
1,25
0.97
24
1.30
0
1.30
1.23
1,30
0
1.30
1.22
1.20
0.01
1.50
1. 16
AVERAGE
1.06
1.07
1,29
AR
EA DE
.SIGN
FOR FLOORBEAMS 10 -
19
STATIC
4.79
4-.79
DYNAMIC
8.59
8.59
FOR NOTES SEE FIG 44
112
Imp act and B r i d ge Stresses
FIG 52
NEW YORK CENTRAL RAILROAD BRIDGE TESTS
?2"-5 I- BEAM SPAN- BALLASTED CONCRETE FLOOR
FLOORBEAMS
RECORDED STRESSES IN LONGITUDINAL
31-6 C TO C GIRDERS
NORTH , ^ E B TRACK
j. W B TRACK
wJoilSi IOi9i4«IOi'3'-6r-5 4ei0i'3'-G9il0il5i O^9i4ei0i'3'-6 r-54€>IOi'3'-69ilOt'*i ^i^i
Ml;
TT
ikiiiniSliiiiiitnnl't
^18 I 55 ^20 I 65 V-i^r Wll
illlllllll
WIRE GAGES
12 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 2021 22 23 24
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t. OF TRACK
AFTER REINFORCING |
TEST
TRAIN
EASTBOUND #
LOCOMOTIVE TYPE: 4-6-4
NYC 52 9 5
NYC 5317
NYC 5246
RUN NO.
2-5
2-1
2-8
SPEED IN
MPH
5 EST.
30 EST.
30 EST
LOCOMOT.
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER AT
NO LOC(
DMOTIVE POSITION DETE
IRMINED
COL. NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
FLOOR -
BEAM
NO.
UJ o
^5
X
<
2
o
<
H
_J
S
in
<
5
o
t-
<
q:
H
_J
S
in
S <
P-"
X
<
5
o
<
1
1.25
2.55
1.40
2. 12
1.20
2.26
2
1.30
2.65
1.45
2.20
1.30
2.46
3
1.05
2.15
1.25
1.90
1,20
2.26
4
1.00
2.04
1.20
1.82
1.05
1.98
5
0.90
1.84
1. 10
1.67
1. 10
2.08
6
0.90
1.84
1. 15
1.74
1.00
1.89
7
0.90
1.84
1.05
1.60
0.95
1.79
8
0.60
1.22
0.70
1.06
0.65
1.23
9
0.50
1.02
0.65
0.98
0.50
0.95
10
0.45
0.92
0.55
0.83
0.5 0
0.95
II
0.40
0.8 1
0.55
0.83
0.45
0.85
12
0.40
0.8 1
0.45
0.68
0.40
0.76
13
0.35
0.7 1
0.40
0.61
0.40
0.76
14
0.25
0.5 1
0.50
0.76
0.30
0.57
15
0.20
0.41
0.45
0.68
0.20
0.38
16
0.2 0
0.41
0.35
0.53
0.25
0.47
17
0.20
0.41
0.40
0.61
0.30
0.57
18
0.20
0.41
0.40
0.61
0.25
0.47
19
0.20
0.41
0.30
0.45
0.20
0.38
20
0. 10
0.20
0.30
0.45
0. 15
0,2 8
21
0.20
0.41
0.25
0.38
0. 10
0, 19
22
0. 15
0.31
0.40
0.61
0. 10
0, 19
23
0
0
0.35
0.53
0. 10
0. 19
24
0
0
0 35
0.5 3
0. 10
0, 19
AVERAGE
0.49
0.66
0.5 3
NOTE * EASTBOUND ON EASTBOUND TRACK.
FOR OTHER NOTES SEE FIG 44
FOR COMPARISON SEE FIG. 45
Tests of Transverse and Longitudinal Beams
113
<L TEST TRACK
(L PASSING TRACK
NOTE:
BUILT UP
DIAPHRAGMS BETWEEN
BEAMS 5-6 a 8-9
411 5«3^«|<2'-7
I PL 22i»i»2'-7
+ 7
1 1 1 1
\ AREA DESIGN F
\— DYNAMIC
r- STATIC
OR BEAMS 1-6
+ 5
+ 4
+ 3
♦2
^^
^AVERAGE MAXIMUM @ 55.0 MPH
K--J
1
,
y-6.0 MPH
1
t^-L 1
^550 MPH
j__-
n
^^ — AVERAGE MAXIMUM @ 60 MPhr~ ^^^^^^=^-=:
kXX-., 1
FLOORBEAM NUMBERS
MAXIMUM STRESSES -SECTION A-A
1 1
r-55.0 MPH
i— J^_ _J
f-r —
t;--^
\
LI_
~~<
P^"=^5--^
L-6.0 MPH 1 f~ ^
1=-=
FLOORBEAM NUMBERS
SIMULTANEOUS STRESSES- SECTION A-A
1 1
1 1
pt>
^^
^55.0 MPH
\ r-l
?-— <
^—6.0 MPH
h=-=.
1 1
11
' i
I 2 3 4 5 6 7 8 9 10 II 12 13
FLOORBEAM NUMBERS
SIMULTANEOUS AND MAXIMUM STRESSES- SECTION B-B
9.8
^•^ ^-^ ^-^ & 33. U MPH
^o OCPC'O Q o o
"i|TH 6 0',
Jr^-, .^ ® 6.0 MF
Ln oCpOO o
LOCOMOTIVES a SYMBOLS ^
o RUN 15 - MKT 411 (4-6-2)
• RUN 25- MKT 411 (4-6-2)
LOCO. POSITIONS FOR SIMULT. STRESSES
NOTE
RAILS- 112 LB. RE
TIES - 7" X 9" X 8'-0<
6,0 MPH SB
55.0 MPH SB
1-8 C. TO C
FOR TABULATION OF STRESSES,
SEE FIGS 54 -60.
t PASSING TRACK
FLOOR -
BEAM
NO.
MKT RR BRIDGE TESTS
4 5'-0 WF BEAM SPAN
BALLASTED STEEL PLATE FLOOR
PARTIAL PLAN
LOCATION OF GAGES AND TYPICAL RECORDED
STRESSES IN LONGITUDINAL FLOORBEAMS
114
Impact and Bridge Stresses
Fig 54
MISSOURI- KANSAS- TEXAS RAILROAD BRIDGE TESTS
45-0 WIDE FLANGE BEAM SPAN -BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24- 8j
4 SPCS g 2'-0i|
2-0
2 ®2-0f|
2-0
4 SPCS. (5 2-Otl
"TL
_X-I" WIRE GAGES
2 3 4
6 7 8
FLOORBEAM NUMBERS
36 WF 230
9 10
SECTION
PERPENDICULAR
TO
«. OF TRACK
TEST
TRAIN
SOUTHBOUND |
NORTHBOUND |
LOCOMOTIVE TYPE: 2 AXLE DIESEL |
CB. ao
106
MKT 331
MKT 332
Rl 146
RUN NO.
32
30
9
31
SPEED IN
MPH.
4.5
10.4
41.2
7.3
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST WHEEL AT
138' SOUTH OF
INTERSECTION
52.5' SOUTH OF
INTERSECTION
38 3' SOUTH OF
INTERSECTION
6.8' NORTH OF
INTERSECTION
COL NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
5)
5 <
P -J
X
<
2
o
a:
2
2 <
P-J
X
<
2
O
1-
<
BC
2
«5
p-l
X
<
2
O
5
i
tn
^3
P-J
X
<
2
O
<
1
<
z
g
o
1
2.40
0
2.40
1.97
1.80
-0.23
1.85
1.99
1.95
0.18
2.20
2.24
1.65
3.70
1.85
2.06
2
2.10
0
2. 10
1.72
1.60
0. 17
1.65
1.77
1.50
0.32
1.60
1.63
1.60
3.70
1.65
1.83
3
2.10
0
2. 10
1.72
1.80
0
1.80
1.94
1.85
0
1.85
1.89
1.65
0
1.65
1.83
4
2.00
0
2.00
1.64
1.50
0
1.50
1.61
1.65
0
1.65
1.68
1.50
0
1.50
1.67
5
1.65
0
1.65
1.35
1.20
0
1.20
1.29
1.25
0.78
1.40
1.43
1. 10
0
1. 10
1.22
6
1.35
0
1.35
1. 1 1
1.05
-0.18
1. 10
1.18
1.05
0. 18
1. 15
1.17
1.00
2.87
1.05
1. 17
7
1.00
•0.24
1.05
0.86
0.75
-0.34
0.80
0.86
0.75
0.10
0.85
0.87
0.65
0.58
0.75
0.83
8
0.75
•0.2 4
0.80
0.66
0.50
1.69
0.55
0.59
0.55
0.10
0.60
061
045
0.64
0 55
0.61
9
0.55
0
0.55
0.45
0.30
1.69
0.35
0.38
0.25
0.34
0.30
0.31
0.30
0.64
0.40
0.44
lO
0.35
0
0.35
0.29
0.20
0
0.20
022
0. 15
0. 10
0.20
0.20
0.20
0.64
0.25
0.28
II
0.25
0
0.25
0.20
0 05
1.69
0.10
0.11
0.05
0.10
0. 10
0. 10
005
0
0.05
0.06
12
0.05
0
0.05
0.04
005
0
0.05
005
■0.05
0. 10
-0. 10
0
0
0
0
AVE
1.22
0.93
0.98
0.90
ffi
01
s
1-
o
UJ
in
1
1.80
0
1.80
2.00
1.50
0
1.50
2.01
1.55
0
1.55
2.12
1.45
0
1.45
2.16
2
2.00
0
2.00
2.22
1.60
0
1.60
2.16
1.60
0
1.60
2. 19
1.50
0
1.50
2.24
3
1.60
0
1.60
1,78
1.35
0
1.35
1.82
1.35
0
1.35
1.85
1.30
0
1.30
1.94
4
2.00
0
2.00
2.22
1.50
0
1.50
2.01
1.65
0
1.65
2 26
1.50
0
1.50
2.24
5
1.40
0
1.40
1.56
1. 10
0
1. 10
1.48
1.30
0
1.30
1.78
1.05
0
1.05
1.57
6
1. 10
0
1. 10
1.22
0.90
0
0.90
1.22
1.00
0
1.00
1.37
0.80
0
0.80
1.19
7
0.85
0
0.85
0.95
0.70
0
0.70
0.95
0.65
0
0.65
0.89
0.60
0
0.60
090
8
0.60
0
O60
0.67
0.50
0
0.50
0.68
0.45
0
0.45
0.62
0 35
0
0.35
0.52
9
0.30
0
0.30
0.33
0.30
0
0.30
0.41
0.20
0
0.20
0.27
0.20
0
020
0.30
10
0.20
0
020
0.22
0.20
0
0.20
0.27
0
0
0
0
0.10
0
0. 10
0.15
II
0
0
0
0
0.05
0
0.05
0.07
-0.05
0
•0.05
0
0
0
0
12
-0.05
0
-0.05
-0.05
0
-0.05
-0.05
0
-0.05
-0.05
0
-0.05
13
-0.15
0
■0.15
-0.05
0
-0.05
-0.10
0
-0.10
-0.10
0
-0.10
AVE
0.90
0.74
0.67
*REA
DESIGN
FOR
FLOORBEAMS 1 - 6 AT SECTION A- A
STATIC
3.42
2.87
2.87
2.71
DYNAMIC
5.35
4.49
4.49
4.24
STRESSES SHOWN ARE TENSION VALUES IN KSI.
"SIMULT."- SIMULTANEOUS STRESSES WITH MAXIMUM STRESS AT FLOORBEAM 4.
"TIME LAG" IN SECONDS
"MAX.' ARE MAXIMUM RECORDED STRESSES AT EACH FLOORBEAM
"RATIO" OF RECORDED MAXIMUM STRESS TO AVERAGE RECORDED MAXIMUM STRESS
n INTERSECTION OF \. TRACK AND C SPAN
Tests of Transverse and Longitudinal Beams
115
MISSOURI-KANSAS- TEXAS RAILROAD BRIDGE TESTS
45-0 WIDE FLANGE BEAM SPAN - BALL ASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24'- 8|
4 SPCS. @ 2'-0|j
2-0
2 e 2'-0[| 2'-
4 SPCS. ® 2'-0f|
WIRE GAGES
3 4
4 5 6 7 8
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t OF TRACK
36 WF 230
9 10 II
1
NORTHBOUND
SOUTHBOUND
TRAIN
LOCOMOTIVE TYPE-- 2 AXLE DIESEL
3 AXLE DIESEL
MKT 331
MKT 332
Rl 119
CBaO 9^48
RUN NO.
12
1
10
28
SPEED IN
MPH.
10.5
41.2
48.0
13.9
LOCO MOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT |
36.6' NORTH OF
INTERSECTION
50.5' NORTH OF
INTERSECTION
41.3' NORTH OF
INTERSECTION
50.3' SOUTH OF
INTERSECTION
COL. NO. 1
Z
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
FLOOR -
BEAM
NO.
C/3
UJ o
x
<
O
<
UJ e)
X
<
5
o
(/I
UJ C3
?3
X
<
o
If)
UJ o
X
<
5
O
<
<
2
O
t-
o
LiJ
W
1
175
0.63
1.80
2.00
1.80
-0.34
1.90
1.90
2.30
0.06
2.40
2.35
2.10
0.25
2.15
1.79
2
1.60
-0.12
1.65
1.83
1.60
-0.34
1.65
1.65
1.60
0.06
1.70
1.67
2.00
0.18
2.05
1.71
3
1.65
0
1.6 5
1.83
1.75
0
1.75
1.75
1.80
-0.05
1.90
1.86
2.05
0.10
2.10
175
4
1.45
0
1.45
1.61
1.90
0
1.90
1.90
1.65
0
1.65
1.62
2.00
0
2.00
1.67
5
I.IO
0.13
1.15
1.28
1.35
0
1.35
1.35
1.30
0
1.30
1.27
165
0
1.65
1.38
6
1.00
0.13
1.05
1.17
1.05
-0.71
I.IO
1.10
1.15
0.05
1.20
1.18
1.40
0
1.40
1.17
7
065
0.51
0.70
078
0.70
-0.60
0.90
0.90
0.80
0.05
0.85
0.83
1.05
0
1.05
087
8
0.55
0
0.55
0.61
0.50
-0.60
0.60
0.60
0.60
0.05
0.70
0.69
0.80
0
0.80
0.67
9
030
072
0.35
0.39
035
-0.60
0.50
050
0.40
0.05
0.4 5
0.44
0.50
0
0.50
0.42
10
020
0.72
025
0.28
020
-0.56
0.30
0.30
0.25
0
0.25
024
0.35
0
0.35
029
II
0.10
0.72
0.15
0.17
0
-0.56
0.10
0.10
0.05
0.05
0.10
0.10
0.25
0
0.25
0.21
12
0.05
0
0.05
0.06
0
0
0
0
0
0
0.05
0.50
0.10
0.08
AVE.
0.90
1,00
1.04
1.20
CD
CD
Z
o
1-
o
(0
1
1.55
0
1.55
2.16
185
0
1.85
2.01
180
0
1.80
2.22
1.80
0
1.80
1.96
2
1.65
0
1.65
2.29
1.85
0
1.85
2.01
1.80
0
1.80
2.22
1,80
0
1.80
1.96
3
1.35
0
1.35
1.88
1.70
0
1.70
1.84
1.55
0
1.55
1.91
1.70
0
1.70
1.85
4
1.45
0
1.45
2 02
1.90
0
1.90
2.06
1.65
0
1.65
2.04
2.00
0
2.00
2.28
5
0.90
0
0.90
1.25
1.95
0
1.95
2.12
1.20
0
1.20
1.48
1.50
0
1.50
1.63
6
0.80
0
0.80
I.I 1
I.IO
0
I.IO
1.19
1.05
0
1.05
1.27
I.IO
0
1.10
1.20
7
0.65
0
0.65
0.90
0.70
0
0.70
0.76
0.80
0
0.80
1.00
0.85
0
0.85
0.92
8
0.45
0
0.45
0.63
0.4 5
0
0.45
049
0.55
0
0.55
0.68
0.60
0
0.60
0.65
9
0.30
0
0.30
0.42
0.35
0
0.35
0.38
0.25
0
0.25
0.31
0.40
0
0.40
043
10
0.20
0
0.20
0.28
0.15
0
0.15
0.16
0.15
0
0.15
0.19
0.25
0
0.25
0.27
II
0.10
0
0.10
0.14
0
0
0
0
0
0
0.05
0
0.05
0.05
12
0
0
0
0
0
0
-0.10
0
-OIO
0
0
0
13
■0.10
0
-0.10
-0.10
0
-0.10
-015
0
-0.15
-0.10
0
-0.10
AVE.
0.72
0.92
0.81
0.92
AREA DESIGN FOR FLOORBEAMS 1-6 AT SECTION A-A J
STATIC
i87
2.87
3.04
3.20
DYNAMIC
4.49
4.49
4.75
5.00
FOR NOTES SEE FIG. 54
116
Impact and Bridge Stresses
FIG 56
MISSOURI-KANSAS- TEXAS RAILROAD BRIDGE TESTS
45-0 WIDE FLANGE BEAM SPAN- BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24-8^
4 SPC&g2-0rt
Z'-O
2g2-Ort
2-0
4 SPCS »2-0rt
S-r WIRE GAGES
2 3 4
8
36 WF 230
9 10
4 5 6 7
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO <. OF TRACK
SOUTHBOUND
NORTHBOUND
1
TEST
TRAIN
LOCOMOTIVE TYPE; 3 AXLE DIESEL |
CBBO
9948
MKT
153
FRISCC
2013
CBBO
9948 1
RUN NO
^
29
7
2 1
SPEED IN
MPH.
61
5
2.
4
49.4
64
.2
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST WHEEL AT |
49.6' SOUTH OF
INTERSECTION
53.3' NORTH OF
INTERSECTION
73.4' NORTH OF
INTERSECTION
6.8' NORTH OF
INTERSECTION
COL NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
i
(75
24
><
2
o
•3
3
2
2 <i
1 1
><
<J
2
g
<
a.
2
in
P -1
X
4
2
o
2
2<
P -J
X
<
Z
s
<
<
1
2. 15
0.09
2 35
185
2 10
-08 3
2 30
2 06
2 10
-0.09
2.20
1.95
1.95
-0.02
2 00
190
2
2.05
0.08
2.20
1.74
2.05
-033
2. 15
1.92
1.90
-0.09
2.00
1,77
1.80
■0.02
1.85
1.75
3
2.30
003
2 35
1 85
2. 00
•0. 19
2.05
1.83
2.15
0
2.15
1.90
2.00
0
2.00
1.90
4
2.15
0
2. 15
1.70
1 80
0
1.80
1.61
1.85
0
1.85
1.64
1.75
0
1.75
1,66
5
1.75
0
1.75
1.48
1.45
0
1.45
1.30
1.55
0.04
1.60
1.52
1.40
0
1.40
1,33
6
1 50
•0.03
1.55
1.22
1.30
0
1.30
1.16
1.35
0
1.35
1.20
1.15
0.06
1.20
1,14
7
1.05
•0.02
1.15
0.91
0.80
0
0.80
0.71
0.95
0
0.95
0.84
0.85
0.07
0.90
0.86
8
0.65
h0.02
0.75
0.58
0.65
-1.76
0.70
063
0.65
•0. 17
0.70
0.62
0.55
0.07
0.60
0.57
9
0.40
Lo.oi
0.50
0.39
0.35
-1.76
0.40
0.36
0,40
•0.17
0.45
0.40
0.40
0
0.40
0.38
10
0.25
0.05
0.35
0^8
0.20
-1.76
0.25
0.22
0.25
-0.17
0.30
0.27
0.30
0
030
0,29
II
0. 10
0.06
0.15
0. 12
0.10
-1.76
0.15
0,13
0.05
■0.17
0.15
013
0.15
0
0.15
0.14
12
0
0.06
0.05
0.04
0.05
■0.40
0.10
0.09
0
■ 0.17
■0. 10
0.05
0
005
005
AVE.
1.27
1. 12
1.13
1.05
o
z
2
u
1
2.00
0
2.00
1.87
1.90
0
1.90
2.19
2.05
0
2.05
2.23
1.65
0
1.65
1.91
2
2.20
0
2.20
2.05
2.10
0
2.10
2.41
2.00
0
2.00
2.17
1.80
0
1.80
2.10
3
2.00
0
2 00
1.87
1.70
0
1.70
1.95
1.75
0
1.75
1.90
1.70
0
1.70
1.97
4
2. 15
0
2.15
2 00
1.80
0
1.80
2.07
1.85
0
185
2.00
1.75
0
1.75
2.03
5
1,60
0
1.60
1.50
1 40
0
1.40
1.60
1.35
0
1.35
1.46
1.45
0
1.45
1.68
6
1.20
0
120
1. 12
100
0
1.00
1.15
1.15
0
1.15
1.25
100
0
1.00
1,16
7
0.85
0
0.85
0.78
0.75
0
0.75
0 86
0.90
0
0.90
0.97
0.80
0
0.80
a 93
8
0.60
0
0.60
0.56
0.50
0
0.50
0.57
0.60
0
0.60
0.65
0.55
0
0.55
0.64
9
0.30
0
0.30
0.28
0.25
0
0.25
0.29
0,35
0
0.35
0.38
0.35
0
0.35
0.41
10
0.10
0
0. 10
0. 12
0.10
0
0. 10
0. 1 1
0.20
0
0.20
0.23
II
0
0
0
0
0
0
0
0
0
0
0
0
0. 10
0
0 10
0. II
12
0
0
0
0
-0.05
0
■0.05
0
0
0
0
0
0
0
0
13
-0 05
0
•0 05
•0.10
0
■0.10
■0.10
0
■0.10
-0.15
0
-0.15
AVE.
1.07
0.87
0.92
0.86
AR
EA DE
SIGN
FOR FLOORBEAMS 1-6 A
T SECTION A
-A
1
STATIC
3.20
2 99
3.20
DYNAMIC
5.00
4 67
5.00
FOR NOTES SEE FIG 54
Tests of Transverse and Longitudinal F. earns
117
FIG. 5 7
MISSOURI- KANSAS- TEXAS RAILROAD BRIDGE TESTS
■45'-0 WIDE FLANGE BEAM SPAN - BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24-81
4 SPCS. & 2'-0t|
2-0 2(5Z'-0}i
2-0
4 SPCS. e 2'-0H
WIRE GAGES
3 4
36 WF 230
9 10 II
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t OF
FEST \
SOUTHBOUND |
1
LOCOMOTIVE TYPE
4-6
-2
MKT 411 1
RUN NO.
-15
16
26
27
SPEED IN
MPH
6.0
6.7
7.7
8.4
LOCOMOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER
AT
1
2.1' SOUTH OF
INTERSECTION
2.9' SOUTH OF
INTERSECTION
3.0' SOUTH OF
INTERSECTION
6.0' SOUTH OF
INTERSECTION
COL NO. 1
2
3
4
5
6
7
8
9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO.
5
2
in
P -1
<
2
g
<
3
2
UJ IS)
<
2
o
<
3
2
UJ o
2 <
X
<
2
o
H
<
H
_l
3
2
C/1
2 <
X
<
2
g
4
<
<
z
q
i-
o
UJ
(/>
1
2.45
I.OI
2.70
2. 18
2.65
0.35
2.80
2.09
2,60
0.45
2.85
2, 1 1
2.70
0.52
2.80
2.17
2
2. 15
0.42
2.35
1.90
2.35
0.20
2.45
1.83
2,35
0.43
2.45
1.82
2.35
0.21
2.40
1.86
3
2.25
0. 15
2.30
1.86
2.45
0
2.45
1.83
2,45
0
2.45
1.82
2.35
0
2.35
1,82
4
2. 15
0
2.15
1.73
2.30
0
2.30
1.72
2.30
0
2.30
1.70
2.20
0
2.20
1.71
5
1.60
0
U60
1.29
1.80
0
1.80
1.34
1.85
0
1,85
1.37
1.70
0
1.70
1.32
6
1.40
0
i:40
1. 13
1.60
0
1.60
1. 19
1,50
0
1.50
1. 1 1
1.45
0
1,45
1.12
7
0.95
0
0^95
0.7 7
1.05
0
1.05
0.78
1. 10
0
1. 10
0.81
1.00
-0. 17
1.05
0.82
8
0.65
0
0.65
0.52
0.75
0
0.75
0.56
0.75
0
0.75
0.56
0.7 5
0
0.75
0.58
9
0.40
0
0.'40
0.32
0.45
0
0.45
0.34
0,50
0
0.50
0.37
0.40
0
0.40
0.31
10
0.25
0
0.25
0.20
0,25
0
0.25
0.19
0.30
0
0.30
0.22
0.25
0
0.2 5
0.19
II
0. 10
0
0. K)
0.08
0.10
0
0, 10
0.08
0. 15
0
0.15
0. 1 1
0. 15
0
0,15
0. 12
12
0
0
0
0
0
0.05
0.04
0
-0.02
0.05
0.04
0
-0.05
AVE.
1.24
1.34
1.35
1.29
m
CD
z
g
t-
o
UJ
1/)
1
2.25
0
2.25
2. 14
2,40
0
2 40
2.20
2.40
0
2.40
2.20
2.45
0
2.45
2.23
2
2.35
0
2.35
2.22
2 55
0
2.55
2.34
2.45
0
2.45
2.22
2 45
0
2.45
2.23
3
2.05
0
2.05
1.95
2.05
0
2.05
1.88
2. 10
0
2. 10
1.93
2.05
0
2.05
1.86
4
2. 15
0
2. 15
2.05
2.30
0
2.30
2. 1 1
2.30
0
2.30
2. 1 1
2.20
0
2.20
2.00
5
1.35
0
1.35
1.29
1.40
0
1.40
1.27
1.70
0
1.70
1.56
1.60
0
1.60
1.40
6
125
0
1.25
1. 19
1.25
0
1.25
1. 15
1.25
0
1.25
1. 15
1.25
0
1.25
1. 14
7
1.00
0
1.00
0.95
1.00
0
1.00
0,92
1.00
0
1.00
0.92
1.05
0
1.05
8
0,70
0
0.70
0.67
0.60
0
0.60
0 55
0.60
0
0.60
0.55
0.70
0
0.70
0.64
9
0.40
0
0.40
0.38
0.40
0
0.40
0.37
0.35
0
0.35
0.32
0.45
0
0.45
0.41
10
0.25
0
0.25' 0.24
0.20
0
0.20
0.18
0.20
0
0.20
0. 18
0.25
0
0.25
0.23
11
0. 10
0
0. 1 0 0. 1 0
0.10
0
0.10
0.09
0.05
0
0.05
0.05
0.05
0
0.05
0.05
12
0
0
0
0
0
0
0
0
•0.10
0
-0. 10
-0.10
0
-0.10
13
•0. 15
0
-0.15
-0.10
0
-0.10
-0.10
0
-0.10
-0.15
0
-0.15
AVE
1.05
1.09
1.09
I.IO
AREA DESl
GN FC
R FLOORBEAMS
-6 A1
SECTION A-A
STATIC
4.04
4.04
4.04
4.04
DYNAMIC
7.
12
7.
12
7.
12
7.
12
FOR NOTES SEE FIG. 54
118
I m p a c t and Bridge Stresses
MISSOURI - KANSAS - TEXAS RAILROAD BRIDGE TESTS
•45"-0 WIDE FLANGE BEAM SPAN - BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24'-
Bj
4 spcs e z'-oft , 2'-o^2e2'-oft . z'-o . 4 spcsez'-oH |
^ ?
n
r ^
-I
WIRE GAGES
3 4
5 6 7 8
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t OF TRACK
-36 WF 230
9 10
SOUTHBOUND 1
TRAIN
LOCOMOTIVE TYPE
4-6
-2
MK T 411 1
RUN NO.
13
19
17
18
SPEED
IN MPH
II 4
195
19 7
230
LOCOMOT
POSITION
FOR
SIMULTAN
STRESS
FIRST DRIVER
AT
70' SOUTH OF
INTERSECTION
3 2' SOUTH OF
INTERSECTION
2 7' SOUTH OF
INTERSECTION
3 r SOUTH OF
INTERSECTION
COL NO 1
2
3
4
5
6
7
8 9
10
II
12
13
14
15
16
17
FLOOR -
BEAM
NO
2
Ui u
X
<
2
O
<
2
X
<
2
o
a:
2
in
UJ 13
2 <j
X
<
2
o
2
<n
(- -J
x'
<
2
o
(t
<
<
z
o
t-
o
UI
v>
1
2 75
0 20
2 85
199
240
028
2 85
2 10
2 60
0 29
2 80
2 12
2 85
0 04
2.90
2 12
2
245
020
2 50
175
2 20
0 28
245
1 81
2 30
010
2 40
1 82
2 45
0 04
2 50
1 82
3
255
-0 19
260
182
2 30
0 18
2 35
1 74
2 40
0
2 40
1 82
2 55
0
2 55
1 86
4
235
0
235
164
2 10
0
2 10
156
2 20
0
2 20
167
230
0
230
1 68
5
1 85
-0 19
1 90
135
1 75
0
1 75
1 30
1 70
0
1 70
1 29
1 80
0
1 80
1 31
6
160
-0 19
1 65
1 15
1 50
0
1 50
1 1 1
1 50
0
1 50
1 14
1 55
0
1 55
1 13
7
1 20
0
1 20
084
1 05
0
1 05
0 78
1 00
0
1 00
0 76
1 10
0
1 10
080
8
0 85
0
085
0 59
0 70
0
0 70
0 52
0 75
0
0 75
057
0 75
0
0 75
055
9
0 60
0
060
042
0 95
0
095
0 70
0 50
0
050
038
0 50
0
0 50
036
10
0 35
-0 10
0 40
0 28
025
0 07
0 30
022
0 30
0
0 30
023
025
017
030
0.22
II
0 20
0
0 20
0 14
0 15
0
0 15
0 1 1
0 15
0
0 15
0 II
0 15
0
0 15
0 II
12
0 05
0 60
0 10
0 07
0 05
0 16
0 10
0 07
005
030
0 10
0 08
0
018
0 05
0 04
AVE
143
1 35
1 32
1 37
CD
CD
i
o
1
245
0
245
2 13
2 20
0
2 20
2 14
2 35
0
2 35
2 18
2 55
0
2 55
2 32
2
2 45
0
245
2 13
2 30
0
2 30
2 23
2 35
0
2 35
2 18
260
0
2 60
2 36
3
2 10
0
2 10
1 83
1 95
0
1 95
1 89
2 05
0
2 05
1 90
2 20
0
220
200
4
235
0
2 35
2 04
2 10
0
2 10
2 04
2 20
0
2 20
2 04
2 30
0
2 30
209
5
1 40
0
1 40
1 22
1 50
0
1 50
1 46
1 55
0
1 55
1 43
1 50
0
1 50
1 36
6
1.35
0
1 35
117
1.20
0
1 20
1 16
1 25
0
1 25
1 16
1 20
0
1 20
1 09
r
1.15
0
lis
1 00
1.00
0
1 00
097
100
0
1 00
093
1 00
0
1 00
091
e
0 80
0
080
0 70
0 70
0
070
068
070
0
070
065
065
0
065
0 59
9
0 50
0
0 50
043
0 35
0
0 35
034
040
0
0 40
037
0 35
0
035
032
10
035
0
035
030
0 20
0
020
0 19
025
0
025
023
0 20
0
020
0 IB
II
0 15
0
0.15
0 10
0 05
0
005
005
0 15
0
0.10
009
005
0
005
005
12
0
0
0
0
■0.05
0
■0.05
0
0
0
0
-0.10
0
-0.10
13
■0.10
0
-010
•0.15
0
-0.15
-0.15
0
-0.15
-0.15
0
-0.15
AVE
115
1 03
1 08
1 10
AREA DESIGN
FOR
FLOORBEAMS 1-6
AT
SECTION A- A
STATIC
4.04
4.04
4.04
4.0 4 1
DYNAMIC
7.
12
7.
12
7.
2
7.
12
1
FOR NOTES SEE FIG 54
Tests of Transverse and Longitudinal Beams 119
FIG. 59
MISSOURI-KANSAS- TEXAS RAILROAD BRIDGE TESTS
45-0 WIDE FLANGE BEAM SPAN- BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24- 8 J
4 SPCS. (g g'-OH j.^'O .1, ^ ® 2'-0H ,.. ^'-0.1, ^ SPCS
@ 2'-0f|
'^ I" WIRE GAGES
2 3
36 WF 230
9 10
4 5 6 7 8
FLOORBEAM NUMBER
SECTION PERPENDICULAR TO t OF TRACK
1
SOUTHBOUND
T ts>l
TRAIN
LOCOMOTIVE TYPE: 4
-6-2
MKT 411
RUN NQ
20
21
22
23
!
SPEED IN
MPH.
28.1
35.4
37.5
46
.7 '•
LOCOMOT.
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER
AT
1
2.3' SOUTH OF
INTERSECTION
9.1' SOUTH OF
INTERSECTION
2.4' SOUTH OF
INTERSECTION
5.9' SOUTH OF
INTERSECTION
COL. NO. 1
2
3
4
5
6
7
8
9
10
1 1
12
13
14
15
16
17
FLOOR -
BEAM
NO.
to
UJ o
2 <
<
S
O
H-
<I
cc
2
in
x
<
5
O
q:
"3
3
in
X
<
2
o
o:
3
S <
X
<
s
O
<
<
z
g
h-
o
Ul
(0
1
2.75
0.23
2.95
2,1 1
3.45
0.02
3.50
2.21
2.75
0.09
2.80
1.94
3.45
0.01
3.50
2.22
2
2.45
0.06
2.60
1.86
2.85
0
2.85
1.80
2.45
0
2.45
1.70
2.80
0
2.80
1.77
3
2.55
0
2.55
1.82
2.70
0
2.70
1.71
2.55
0
2.55
1.77
2,85
0
2.85
1.80
4
2.30
0
2.30
1.64
2.45
0
2.45
1.55
2.45
0
2.45
1.70
2.50
0
2.50
1.58
5
1.90
«
1.90
1.36
1.95
0
1.95
1.23
2.05
0
2.05
1.42
1.95
0.0 1
2.00
1.27
6
1.60
0
1.60
1. 14
1.70
0
1.70
1.07
1.70
0
1.70
1. 18
1.65
0
1.65
1.04
7
I.IO
0
1. 10
0.79
1.25
0
1.25
0 79
1.25
0
1.25
0.87
1.45
0
1.45
0.92
8
0.75
0
0.75
Q54
0.95
0
0.95
0,60
0.90
0
0.90
0.62
0.90
0
0.90
057
9
0.50
0
0.50
Q36
0.55
-0.06
0.65
0.41
0,55
0
0 55
0.38
0.55
0.01
0.60
0.38
10
0.30
0
0.30
Q21
0.25
-0.06
0.40
0 25
0.30
■0.02
0.35
0.24
0,30
0.01
0.35
022
n
0. 15
-a 19
0.20
0. 14
0.15
-0.06
0.30
0.19
0.15
•0.02
0.20
0. 14
0.15
0.01
0.20
0 13
12
0.05
-0.19
0. 10
0.07
0. 10
0.22
0.20
0. 13
0
-0.02
0,05
0 03
0, 10
0
0. 10
0.06
AVE.
1.40
1.58
1,44
1,58
CO
m
z
o
O
UJ
V)
1
2.50
0
2.50
2.21
2.70
0
2.70
2.18
2.G5
0
2.65
2.19
2,85
0
2.85
2,34
2
2.60
0
2.60
2.30
2.85
0
2.85
2.30
2.70
0
2,70
2.23
2.90
0
2,90
2.38
3
2.20
0
2.20
1.95
2.20
0
2.20
1.77
2.25
0
2.25
1.86
2.35
0
2.35
1,93
4
2.30
0
2.30
2.04
2.45
0
2.45
1,97
2.45
0
2.45
2,02
2.50
0
2.50
2.05
5
1.65
0
1.65
1.46
1.80
0
1.80
1.45
1.85
0
1.85
1.53
1.75
0
1.75
1,44
6
1.25
0
1.25
I.I 1
1.85
0
1.85
1.49
1.35
0
1.35
1. 12
1.35
0
1.35
1, 1 1
7
1.00
0
1.00
0 90
1. 10
0
I.IO
1. 15
0
1.15
0.95
1.10
0
1. 10
0,90
8
0.60
0
0,60
053
0.65
0
0.65
0.52
0.75
0
0.75
0.62
0.65
0
0,65
0.5 3
9
0.40
0
0.40
0 35
0.40
0
0.40
032
0.45
0
0.45
0.37
0.40
0
0.40
0,33
10
0.15
0
0.15
OI3
0.25
0
0.25
0.20
0.25
0
0.25
0.21
0.25
0
0.25
0.21
II
0. 10
0
0.10
0.09
0.05
0
0.05
0.04
0,05
0
0.05
0.04
0.05
0
O05
0.04
12
0
0
0
0
0
0
0
0
-0,05
0
-0.05
-OIO
0
-0.10
13
-0.10
0
■a 10
-0.20
0
-0 20
•0. !5
0
-0.15
-0.15
0
-0.15
AVE
1. 13
1.24
"
1.21
1.22
AREA DESIGN
FOR
FLOORBEAMS 1-6
AT S
ECTION A-A
1
STATIC
4.04
4.04
4.04
4,04 1
1 DYNAMIC
7.
2
7.
12
7.
12
7.
.2 1
FOR NOTES SEE FIG 54
120
Impact and B ridge Stresses
FIG 60
MISSOURI - KANSAS - TEXAS RAILROAD BRIDGE TESTS
45"-0 WIDE FLANGE BEAM SPAN- BALLASTED STEEL PLATE FLOOR
RECORDED STRESSES IN LONGITUDINAL FLOORBEAMS
24- 8 J
2<S Z'-OfT
4 SPCS. e 2-0 rt
2'-0
•I- •!
2-0
4 SPCS e 2-ptl
WIRE GAGES
3 4 5 6 7 8
FLOORBEAM NUMBERS
SECTION PERPENDICULAR TO t
t\^
36 WF 230
9 10
OF TRACK
SOUTHBOUND 1
IC3 1
TRAIN
LOCOMOTIVE TYPE: 4-6-2
LOCOMOTIVE TYPE 2-6-2
MKT 411
Rl 2616
Run no.
24
25
6
5
SPEED IN
MPH
49.2
55.0
16.9
22.4
LOCO MOT
POSITION
FOR
SIMULTAN.
STRESS
FIRST DRIVER AT |
4.6' SOUTH OF
INTERSECTION
8.9' SOUTH OF
INTERSECTION
12.5' SOUTH OF
INTERSECTION
I05' SOUTH OF
INTERSECTION
COL NO 1
2
3
4
5
6
7
8
9
10
II
12
'3
14
15
16
17
FLOOR -
BEAM
NO
3
2
10
<
Z
O
i-
(E
in
P -J
X
<
5
g
i-
<
2 <
H -J
X
<
2
O
a:
Id
2
in
UJ o
2<
x
<
2
2
<
B
i
1
3.35
0.02
3.40
2.25
3.40
0.02
3.45
2.1 7
3.20
-0 03
3.30
1.94
3.70
0
3.70
2.00
2
2.85
0.03
2.90
1.92
3.00
0
3.00
1.89
3.00
-0 03
3.05
1.80
3.35
0
3.35
181
3
2.B5
0
2.85
1.89
2.95
0
2.95
1.85
3. 15
0
3. 15
1.85
3.50
0
3.50
1.89
4
2.50
0
2.50
1.66
2.65
0
2.6 5
1.67
2.75
0
2.75
1.62
2.95
0
2.95
1.59
5
1.90
0
1.90
1.26
2.00
0
2.00
1.26
2.30
0
2.30
1.35
2.60
0
2.50
1.35
6
1.50
■Q02
1.55
1.03
1.70
0
1.70
1.07
1.95
0
1.95
1.15
2. 10
0.14
2.15
1. 16
7
1. 10
0
1. 10
0.73
1.20
0.02
1,25
0.79
1.35
-O03
1.40
0.82
1.40
-002
1.55
0.84
8
0.70
0.17
0.75
0.50
0.85
0.02
0.90
0.57
0.95
-003
1.00
0.59
0.95
■0.02
I.IO
0.59
9
0.45
0. 17
0.55
0.36
0.55
0.02
0.60
0.38
0.60
-0.03
0.70
0.41
0.55
-0.02
0.65
0 35
10
0. 15
0. 17
0 30
0.20
0.25
O02
0.30
0. 19
0.35
-O03
0.40
0.24
0.30
-0.02
0 35
0.19
II
0.05
0. 17
0.20
0. 13
0. 10
0.02
0.20
0.13
O20
-O03
0.25
0.15
0 20
-O02
0.25
0. 14
12
0 0. 17
0, 10
0.07
0.05
-0.02
0. 10
0 06
O05
■Q03
0.15
0.09
0. 10
-ao2
0.15
0,08
AVE.
1.51
1.59
1.70
1.85
01
ffi
i
»-
o
llJ
in
1
3.20
0
3.20
2.50
3. 15
0
3. 15
2.32
2.90
0
2.90
2.03
3.55
0
3.55
2.34
2
3.15
0
3.15
2.45
3. 10
0
3. 10
2.28
3.00
0
3.00
2. 13
3.35
0
3.35
2.20
3
2.55
0
2.55
1.99
2.60
0
2.60
1.91
2.60
0
2.60
1.84
2.95
0
2.95
1.94
4
2.50
0
2.50
1.95
2.65
0
2.65
1.95
2.75
0
2.75
1.95
2.95
0
2.95
1.94
5
1.75
0
1.75
1.37
2.00
0
2.00
1.47
2.15
0
2. 15
1.53
2.20
0
2,20
1.45
6
1.35
0
1.35
1.05
1.60
0
1.60
1. IB
1.80
0
1.80
1.28
1,90
0
1,90
1.25
7
1.05
0
1.05
0.62
1.25
0
1.25
0 92
1.40
0
1.40
1.00
1.40
0
1.40
8
0.70
0
0 70
0.55
0.75
0
0.75
055
1.05
0
1.05
1.00
0-
1.00
066
9
0.40
0
0.40
0.31
0.45
0
0 45
0 33
0.55
0
0.55
0.39
0.45
0
0.45
029
10
0. 15
0
0. 15
0. 12
0.20
0
0.20
0,15
0.25
0
0.25
0. 18
0.20
0
0.20
0.13
II
0.05
0
0.05
a04
0.10
0
0. 10
O07
0.05
0
0.05
0.04
0
0
0
12
-0, 10
0
-0.10
1-0.05
0
-0,05
0
0
0
0
0
0
13
^0. 15
0
-0.15
-0.10
0
-0.10
Lo. 15
0
-0,15
-0.15
0
-0.15
AVE.
1.28
1.36
1.41
1,52
AREA DESIGN FOR FLOORBEAM 1-6 AT SECTION A-A |
STATIC
4,04
4.04
4.99
4.99
DYNAMIC
7 12
7.12
8.80
8-80
FOR NOTES SEE FIG 54
Tests of Tra ns verse and Longitudinal Beams
121
BRIDGE TESTS ON FLOORBEAMS
LOCOMOTIVE DATA
A2 A3 A4 A5 A6
^o OOOOO n Q
SANTA FE
2-10-2
SI S2 S3 S4 S5 36
an
OOQ
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS - KIPS | AXLE . SPACINGS - FEET
Al
A2
A3
A4 A5
A6
A7
A8
SI
S2
S3
S4
S5
S6
S7
S8
S9
BSO 6181-6203
316
698
696
69 1 69.6
69 1
577
240
9'-9
5'-7
5'- 7
5'-7
5'-7
10'- 10
I3'-7|
33'- 4
89'-l0|
A2 A3 A4 A5
^o o(
X
X
K
) O ooo
OOO
MOUNTAIN
S'
S2
S3
S4
35
36
S7
,
4-8-2
S9
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS - KIPS
AXLE 3PACINGS-FEET |
Al
A2
A3
A4
A5
A6
A7
A8
SI
32
S3
S4
S5
36
37
S8
S9
NYC 2744-2884
29 2
29 2
614
61 4
61 4
61 4
60 9
237
7'-6
5'-8
6'-0
6'-0
6'-0
lO'-IO
12'- 4
30'-3
84'- 7
NYC 3015
35 2
352
655
655
65 5
655
56 1
302
7'-2
S'-l
6'-4
6'-4
6'-4
lO'-IO
I4'-I^
38'-9
95'-ll^
B aO 5653-5661
38 9
389
67 4
685
675
677
689
300
7'-4
5'- 7
6'- 5
6'- 5
6'-5
l2'-0
l2'-5
36'- 1
92'-8
B.aO 5589
32 5
325
635
650
625
640
55 0
29 1
7'-2
5'-9
6'-l
6'-l 6'-l
9' -6
l4'-9i
32'-8
88'- li
A2 A3 A4 A5
^Q OOQQ Q Qoo ooo
MIKADO
2-8-2
RAILROAD a
LOCO. NUMBERS
AXLE WEIGHTS - KIPS
AXLE SPACINGS -FEET |
A 1
A2
A3
A4
A5
A6
A7
SI
32
S3
34
S5
36
37
38
NYC 2277 8 2282
30 4
63 1
63 1
63 1
63 1
59 6
223
9'- 8
5'-6
5'-6
5'-6
lO'-IO
ll'-8
30'- 3
78'- II
NYC 1713
20 4
564
56 4
564
56 4
54 6
147
9'-4
5'-7
5'- 7
5'- 7
10'- 10
ii'-ej
23'-6*
71'- II
MKT 910
250
59 9
59 9
59 9
59 9
595
194
9'- 2
5'- 6
5'-6
5'-6
10'- 9
ir-6
24'-7*
72'- 6
B aO 4447-4486
22 7
60 1
62 1
628
62 0
57 7
173
9'-l
5'-7
5'-7
5'- 7
9'- 3
I3'-5|
25'-8*
7A'-Z\
SOU 4905 a 6623
255
59 7
589
60 2
607
61 0
192
9'-4
5'-7
5'- 7
5'-7
lO'-IO
ir-3i
23'-6*
7l'-8^
CRiaP 2616
287
62 3
623
623
623
58 4
155
9'-0
5'- 8
5'-8
5'- 8
9'- 4
l2'-0
25'-8*
73'-0
* 4 AXLE TENDER
^ o o o
3-AXLE DIESELS
2000 HP PER UNIT
o o o ^
* 2250 HP PER UNIT
^e(-l500 HP PER UNIT
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS -KIPS
AXLE SPACINGS - FEET
Al
A2
A3
A4
A5
A6
SI
S2
S3
S4
35
36
S7
NYC 3202 m
56 4
546
564
564
54 6
564
7'-9
7'- 9
l5'-0
7'-9
7'-9
6'-9
46'- 0
NYC 4000-4034 X
540
52 2
540
54 0
52 2
540
r-oi
7'-0i
28'- II
7'-0i
r-oi
6'-5i
57'- 1
NYC 4200-4302
51 1
52 7
51 1
51 1
527
51 1
7'- 9
7'-9
l8'-8
7'-9
7'-9
6'- II
49'- 8
MKT 107 ^
54 8
548
548
548
54 8
54 8
7'-0i
7'-0i
28'-ll
7'-0i
7'-0i
6'-5i
57'-!
MKT 1538154 *
52 7
52.7
527
52 7
52 7
52 7
7'-9
7'-9
l8'-8
7'-9
7'- 9
6'- II
49'-8
8 8 0 62-65
54 3
513
543
52 1
492
52 1
r-oi
7'-0i
28'-ll
7'-0f
7'-0^
6'-5i
57'- 1
CRI8P 632-635
52 1
50 4
52 1
52 1
504
52 1
T-oi
7'-0^
28'-ll
r-oi
7'-0i
6'-5i
57'- 1
C B 80 9948
559
50.9
55.9
55.9
579
55.9
7'-0i
7'-0i
28'-l 1
r-oi
r-oi
6'-5i
57'- 1
122
Impact and Bridge Stresse s
BRIDGE TESTS ON FlOORBEAMS
LOCOMOTIVE DATA
^ o o
2 -AXLE DIESELS
1500 HP PER UNIT
Q O ^
K 1350 HP PER UNIT
RAILROAD a
LOCO NUMBERS
Al
AXLE WEIGHTS - KIPS
AXLE
SPACIN6S -
FEET
A2
A3
A4
SI
S2
S3
S4
35
NYC 3901
62 3
62 3
62 3
62 3
9'-0
21-0
9"-0
9'- 6
39'- 0
MKT 331-333
60 0
60 0
60 0
60 0
9'-4
I7'-I0
9'- 4
6'-9
36' -6
MKT 1506-1539
60 3
60 3
60 3
60 3
9-0
22"- 0
9'-0
r-iii
40'- 0
BaO 82-85
60 2
60.2
61.8
6 1.8
9'-0
2l'-0
9'-0
5 6j
39-0
BaO 103 M
575
57 5
573
573
9'-0
18'- 3
9'-0
4'-0
36'-3
SOU 4130-6806
59.9
59.5
61.4
61.4
9'-0
2r-o
9'-0
5'-6
39'-0
SOU 4117 *
61 7
61 7
62 0
62 0
9-0
18' -3
9'-0
4'-4
36"- 3
CRiaP 103-119
57 2
572
57 2
572
9'-0
2l'-0
9'-0
5'-6
39'-0
CRISP 146
56 7
56 7
56 7
56 7
9'-4
17'- 10
9'-4
6"-l0
36'-6
^O oOOOO oo o oooooo
NORTHERN
SI S2 S3 S4 S5 S6 S7 S8 S9
4-8'4
SIO
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS -KIPS
AXLE SPACINGS
FEET 1
Al
A2
A3
A4
A5
A6
A7
A8
A9
SI
S2
S3
S4
S5
S6
S7
S8
S9
SIO
NYC 6005-6021
457
457
68 8
68 8
68 8
68 8
52^
52 3
340
7'-4
6'-3
6'-IO
6'-IO
6'-IO
8'-IO
5'-6
,6'-li
32'- 8
97'-2i
A2 A3 A4 A5 A6 A7
^o oOOO o o
o oooooo
HUDSON
SI S2 1 S3 S4 S5 1 S6 S7
SB
4-6-4
S9
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS -KIPS
AXLE SPACINGS - FEET |
Al
A2
A3
A4
A5
A6
A7
AB
SI
S2
S3
S4
S5
S6
S7
SB
S9
NYC 5267 a
5408-5454
32 3
32 3
66 5
66 5
66 5
42 6
54 6
340
7'-2
5'-2
7'-0
7'-0
7'-4
6'-8
l5'-5i
32'-8
e8'-5i
NYC 5234-5261
a 5295-5394
32 6
326
639
639
639
465
56 3
243
7'-2
5'- 2
7'-0
7'-0
7'- 4
6'-8
l2'-6l
»
30'- 9
83'-7i
• 6-AXLE TENDER
-^Q qQ 00 O OOOO
PACIFIC
4-6-2
RAILROAD a
LOCO NUMBERS
AXLE WEIGHTS -KIPS
AXLE SPACINGS -
FEET
Al
A2
A3
A4
A5
A6
A7
SI
S2
S3
S4
S5
S6
S7
S8
NYC 4441-4596
24 5
24 5
58 5
58 5
58 5
49 5
126
6'- 8
4'- 10
6'-3
6'- 3
9'-7
ll'-IOi
20'- 10
66'-3i
NYC 4856
24 5
24 5
59 3
59 3
59 3
490
140
6'-8
4'-ll
7'-0
7'-0
10'- II
10'- 6
2l'-0
68'- 0
MKT 411
280
280
54 0
59 1
54 0
58 0
202
6'-8
4'- 8
6'-6
6'- 6
lO'-l 1
lO'-IOl
25'-0
7I'-U
CW8P 890-928
232
23 2
50 5
50 5
50 5
452
121
6'-4
4'- 8
6'- 6
6'-6
10'- 2
ll'-O
20" -6
65' -8
CSNW 505-579
250
250
514
514
51 4
450
I6£
6'- 10
4'-IO
6'- 9
6-9
9-6
ir-3j
2l'-0
66'-ll}
Tests of Transverse and L o n g i t u di n a 1 B ea m s
123
BRIDGE TESTS ON TRANSVERSE FLOORBEAMS
STATIC STRESSES AND "K" DISTRIBUTION FACTORS
<
a:
o
a
m
s
z
a.
>-
' •- 2
m
—1 — "J-
z
LENGTH, SIZE
AND SPACING OF
FLOORBEAMS
TYPE OF FLOOR
a:
^1
Q. O
>- O
F- O
-J
I
Q.
o
0.
o
ci r-
O 2 «
" tn ^
^|«
o S ^
< x S
<
- in
t- o ^
< p
<
O
Xe
MAXIMUM VARIATION
FROM AVERAGE
RECORDED MAXIMUM
STATIC STRESS- PERCENT
REMARKS
1
2
3
4
5
6
7
8
9
10
II
-J
a
NEW YORK
CENTRAL
70'- 0
GIRDER
SPAN
TRACK NCI
15'- 7 1
15 I 81.3
2'-li
i STEEL PLATE
CONCRETE
LINED
11 ai2
3-AXLE
DIESEL
54
3.12
4.98
0 7!
26
DIAPHRAGMS
CONNECTED
65
3 II
0.70
28
6 6
306
069
25
75
3 09
070
30
76
3.18
0.72
28
II a 13
4.2
3.36
0 76
23
DIAPHRAGMS
DISCONNECTED
4.6
328
0 74
22
47
3.24
0 73
20
55
3 35
0 76
21
57
333
0 75
23
57
3.41
077
21
60
3 39
0 77
23
NYC 70-0
GIRO. SRAN
TRACK NO 3
I3=-6;I2I70;2'|J
1 STEEL PLATE
TIMBER STRG.
14-18
3-AXLE
17 7
4 62
5 20
1 00
43
NO DIAPHRAGMS
4-8-4
4,7
6 22
6 84
1 02
35
0-8-0
188
5.91
6 94
0 96
34
NEW YORK
CENTRAL
39' -Oi
GIRDER
SPAN
Il'-3;l5150;l'-4i|
ll STEEL PLATE
CONC LINED
2-0 BALLAST
19-24
3-AXLE
DIESEL
6 1
1.42
329
0 49
59
NO DIAPHRAGMS
6.9
1.2 1
2 91
047
57
4-8-4
48
1.75
4.31
046
54
2-8-4
64
1.98
51
4-6-4
63
1.64
4.07
045
51
SOUTHERN
RAILWAY
58'-4^
GIRDER
SPAN
17-6
18 WF 85
l'-ll|
ilSTEEL PLATE
1 1" BALLAST
5-9
2-AXLE
DIESEL
42
3 19
380
095
36
TWO LINES
OF
DIAPHRAGMS
5 2
3.19
0 95
36
60
3 18
095
30
6.1
2 80
376
0 84
19
2-8-2
30
4 48
6.00
0 84
31
3.1
4 54
0 85
34
40
4.64
0 87
27
4 1
4.59
0 86
27
46
4 35
0 86
36
80
4 58
0 86
30
MISSOURI
KANSAS
TEXAS
97'-2^
GIRDER
SPAN
19'- 3
24 WF 74
I-7S
1 STEEL PLATE
l'-3
MIN. BALLAST
35-38
2-AXLE
DIESEL
35
2 61
2 96
099
38
TWO LINES
OF
DIAPHRAGMS
56
2 56
2 99
0 96
42
3-AXLE
n 0
2 13
3 16
0.76
27
2-8-2
3 3
3 64
5 06
0.81
22
34
3 55
0 79
24
37
347
077
27
39
3 36
0.75
31
39-41
46
386
0.86
24
AVERAGE OF 18
FLOORBEAMS
50
3 64
081
25
5 1
3 65
081
29
52
3 73
0.83
22
57
369
0 82
17
ceao
100' GIRDER
SPAN
I7-6;I8WF55
1-6^
J W.I. PLATE
5" BALLAST
■X-
2-8-2
59
6 90
750
1 .04
19
SINGLE LINE
DIAPHRAGMS
72
7.16
726
III
18
92
7 07
6 90
1 15
16
o
Q
BALTIMORE
a OHIO
74'-7|
GIRDER
SPAN
31'- 8
30 WF 172
2'-l0i
6"R.CSLAB
MIN. BALLAST
29-32
2-AXLE
4 2
1.66
323
0 64
26
NO DIAPHRAGMS
3-AXLE
DIESEL
46
1 73
3.66
0 59
22
54
1 75
060
14
4-8-2
43
2 54
5 06
063
17
46
2 53
063
19
48
2 51
062
18
NYC
93'- 5
GIRDER
SPAN
30'- 6
28^ EG 175
r-io^
OPEN TIMBER
FLOOR
25-28
4-8-2
38
301
3.17
1 19
25
SHORT STRINGERS
UNDER EACH RAIL
SERVE AS
DIAPHRAGMS
54
323
1 27
19
2-8-2
1 9
300
3.56
1.05
23
94
2 98
1 05
19
* SEE AREA PROCEEDINGS, VOL.49, 1948, PAGE 279
NOTE DEPTH OF BALLA^ AS SHOWN IS REFERED TO BOTTOM OF TIE
•X* K = 1^ FOR SINGLE TRACK, 1^ FOR DOUBLE TRACK.
Passenger Ride Comfort on Curved Track
Report of the Joint Committee on Relation Between Track and
Equipment of the Engineering and Mechanical Divisions,
Association of American Railroads, in Collaboration
with AREA Committees 5 — Track, and
28 — Clearances
125
CONTENTS
Page
A. Digest 127
B. Introduction 128
1 . AcknowIcdRemcnt 128
2. Purposes of the Tests 129
3. Test Program 130
C. Test Instrumentation and Procedure 131
1 . Ride Comfort Test 131
2. Lean Test 133
I). Riding Comfort on Circular Curves 134
1 . Analytical Considerations 134
a. Elevation of Outer Rail on Circular Curves 134
b. Effect of Lateral Acceleration on Ride Comfort on Circular Curves 136
c. Lean of Passenger Car Body on a Curve 138
2. Test Results 130
a. The Cars 130
b. The Data 130
c. Relation of Lateral Acceleration and Ride Index to Calculated Unbalanced
Elevation 140
d. Relation of Car Body Roll to Lateral Acceleration 142
.'>. Discussion and Recommendations for Passenger Car Speed Limitations on
Circular Curves 143
E. Transition Spirals 147
1. Analytical Considerations 147
2. Test Results 149
3. Discussion and Recommendations ISO
F. Clearance Requirements 153
1 . Analytical Discussion 153
a. Clearance Calculations 153
2. Static Lean Test Results ISS
a. Measured Static Lean of Car Body 155
b. Correlation of Static Lean with Dynamic Car Roll 156
3. Discussion and Recommendations 159
G. Conclusions 160
1 . Ride Comfort on Circular Curves 160
2. Transition Curves 161
3. Clearances 162
List of References 163
126
Passenger Ride Comfort on Curved Track
Report of the Joint Committee on Relation Between Track and
Equipment of the Engineering and Mechanical Divisions,
AAR, in Collaboration with AREA Committees 5 —
Track, and 28 — Clearances
A. DIGEST
This report gives the results of tests carried out to obtain the necessary data for
making recommendations for the permissible speed on curves and the length of transi-
tion curves for passenger comfort, and for establishing clearance requirements on curved
track. Present speed limitations were established in 1914 by mathematical analysis, per-
sonal observation and experience. Since that time changes have been made in track,
increases in operating speeds, and the introduction of modern-type passenger equipment
with markedly different truck and springing arrangements. In addition, electrical measur-
ing equipment is now available permitting a more exact and scientific evaluation of
quantities related to ride comfort.
The first test was run on the Louisville & Nashville, May 10, 1950, using the Chesa-
peake & Ohio track inspection car and making use of 20 observers to obtain a correlation
between passenger reaction and the amount of unbalanced centrifugal force on curves as
determined by measurements of the lateral acceleration. Results of this test indicated
the importance of the roll of the car body in reducing the effective elevation of the track
insofar as passenger comfort was concerned. Accordingly, measurements were made in a
second test on the Kansas City Southern on June 20, 1951, also using passenger observers
and, in addition, a specially developed gyroscope and recorder to show the angle of the
car body from the vertical. From the results of these tests it was possible to establish
a very .satisfactory relationship between passenger reaction and the amount of lateral
acceleration so that in subsequent tests it was not necessary to use passenger observers.
To obtain data on the various types of modern passenger cars being used, running
tests were subsequently made on the New York, New Haven & Hartford, the Lacka-
wanna, the Pennsylvania, the Milwaukee, the Santa Fe, and the Burlington Railroads.
These tests included not only measurements of lateral acceleration and car body roll on
many curves and many miles of track under operating speeds, but also included static
lean measurements of the car to determine data on the relationship between car body
roll and unbalanced elevation. From a comprehensive study and analysis of these data
as presented in the accompanying report the following conclusions and recommendations
have been formulated:
Permissible Speed on Curves
The present practice of calculating the track inclination angle by dividing the eleva-
tion by the track gage, 56^ in, should be revised to obtain this angle by dividing the
elevation by 60 in. This length, 60 in, approximates more closely the distance between
bearing points on the rail of the track level which is used by the track man in placing
the elevation in curved track. Using this distance gives the following formula for deter-
mining the equilibrium speed for any given conditions of elevation Eh, speed Fe, and
curvature D.
Eh = 0.00070 V.W
127
128 Passenger Ride Comfort on Curved Track
The tests have indicated that for types of modern equipment having soft springs
and no provision for ri-strictinK the roll of the car l)ody on curves the present AREA
hmitation of 3-in unbalance should he continued. I'pon this basis the permissible speed
on a curve is equal to the calculated ecjuilibrium speed for the actual elevation of thi-
cur\-e plus 3 in.
For cars having stiffer springs, outside swing hangers (and springs) or roll stabiHzers
reducing the amount of roll with unbalanced elevation, the tests have shown that a per-
missible unbalance on curves of over 4 in can be tolerated by the more favorable types
of equipment. A formula is given for determining the amount of this permi.s.sible unbal-
ance related to the actual roll characteri.stics of the equipment in question based upon
data obtained from static lean tests. These conclusions arc with respect to the amount
of .steady lateral acceleration that is comfortable.
Transition Curves
A new and different procedure is recommended for determining the length of transi-
tion curves, based on the rate of change of lateral acceleration entering and leaving the
curve rather than on the rate of change of elevation. The formula recommended,
Lmin^4.88 V, is based on the fact that a constant period of time, .'•J sec, must be used
to attain a given acceleration if the transition period is to be comfortable. This reasoning
indicates that revision of AREA practices is desirable in some cases, particularly in light
curves with small elevations. Over the usual range of conditions, results are similar to the
-AREA recommendation.
The practice of placing part of the elevation on tangent on curves where the spiral
is very short or where there is no spiral, was found to give a very disagreeable jerk,
the passenger being thrown first one way and then the other at the entrance and exit
of the curve. It is preferable to provide all of the elevation within the spiral, and to
have a spiral for this purpose, even though it be short.
Clearance
With respect to clearance the test data gives displacement characteristics due to roll
of the car body on the .springs of the various types of passenger cars included in the
tests as related to the unbalanced elevation. A method for determining the angle of
lean from static measurements of any particular type of car is also explained. The records
indicated that an allowance of ± 1 deg in car body roll will provide for irregularities
in line and surface for representative main-line track for speeds up to QO mph.
B. INTRODUCTION
1. Acknowledgement
The research program reported in the following was initiated at the instance of
ARE.\ Committee 5 — Track, to obtain information needed for its assignment "Critical
Review of the Subject of Speed on Curves as Affected by Present Day Equipment."
Inasmuch as the study also involved the characteristics of the etjuipment the work was
carried out as a part of the research program of the Joint Committee on Relation
Between Track and Equipment of the Engineering and Mechanical Divisions of the
Association of American Railroads under Assignment 7 — Relation of Degree of Track
Curvature, Speed, Elevation and Equipment Design to Passenger Riding Comfort. Shortly
after the work was underway, AREA Committee 28 — Clearances, requested research
assistance in connection with its assignment "Clearance .Allowance to Provide for Vertical
and Horizontal Movements of Equipment Due to Lateral Play, Wear and Spring Deflcc-
Passenger Ride Comfort on Curved Track 129
tion, Collaborating with the Mechanical Division, AAR." It was possible to expand the
plan of the test so that the data needed by Committee 28 could be obtained.
The tests were made and the following report was prepared under the general direc-
tion of G. M. Magee, director of engineering research, and W. M. Keller, director of
mechanical research. The tests were under the direct charge of Randon Ferguson, elec-
trical engineer, assisted by M. F. Smucker, assistant electrical engineer. Mr. Ferguson
prepared the report. J. G. Britton, engineering assistant of the Mechanical Division,
assisted in the tests and the preparation of the report.
Tests were made on eight railroads, all of which furnished without charge the cars
requested and placed them in trains for the test runs. One railroad, the Chicago, Mil-
waukee, St. Paul and Pacific, also furnished a diesel locomotive for special runs. The
railroads are the Louisville & Nashville; Kansas City Southern; Chicago, Burlington &
Quincj' ; Delaware, Lackawanna and Western ; New York, New Haven & Hartford ; Chi-
cago, Milwaukee, St. Paul & Pacific; Pennsylvania; and the Atchison, Topeka & Santa Fe.
The test on the L&N was made with the Chesapeake & Ohio track inspection car, and
facilities and aid in installing the AAR equipment were furnished by the C&O.
Supervisory and shop personnel of all the railroads gave very effective and enthusi-
astic assistance in preparing for and running the tests.
Helpful advice and technical suggestions were obtained from various people inter-
ested and conversant with such matters. These included H. K. Harwick, W. W. Seary
and Michel V/atter of the Budd Company; R. N. Janeway of the Chrysler Corporation;
Sergei Guins and J. A. Kell of the C&O; and D. R. Whitehead and others of the Eclipse
Pioneer Division of Bendix Company. S. M. Dahl of the CMStP&P, chairman of Sub-
committee S of Committee 28 — Clearances, has taken an active personal part in the
tests on matters pertaining to clearances and has contributed much to the method of
testing and analysis of the results.
2. Purposes of the tests
The present speed limitations on curved track as given in the AREA Manual are
calculated on the basis that the maximum comfortable speed on a curve is a speed that
would require 3 in additional elevation on the outer rail to obtain an equilibrium con-
dition (equal loads on the inner and outer rail and the resultant of the centrifugal and
gravity forces on the car body and passengers normal to the plane of the track) . This
criterion of 3 -in unbalanced elevation is applied to all degrees of curvature, amounts of
elevation in the track and lengths of spiral.
This basis was established in 1914 by a special committee of the AREA from a
theoretical analysis of the factors involved and the personal observation and practical
experience of the committee members. Introduction of diesel power with higher operat-
ing train speeds and passenger cars of greatly changed body and truck designs, including
much more flexible springs, snubbers, and stabilizers, made it desirable to review the
present practices in regard to speed limitations in relation to the track and modern pas-
senger equipment. The electrical instrumentation now available makes it practicable to
measure quantitatively the various factors involved for analyzing the problems in a
logical manner.
The design of transition curves was not mentioned specifically in the assignment
for investigation, but since these curves have such an important part in the ride comfort
on a curve, the data available were analyzed to give such information as possible on this
phase of the problem.
130 Passenger Ride Comfort on Curved Track
The test program was planned to include types of equipment representative of those
in general use on the various railroads of the country, each car tested having features
characteristic of the practice of the railroad or manufacturer. The number of railroads
involved assured the inclusion of a full range of variation in track design and standard
of maintenance.
No published data were found giving the effect on persons of a constant steady
acceleration of the type, range and manner of application encountered in traversing a
circular curve. It was thus considered necessary to run tests to establish a basic relation
between comfort and a measurable physical quantity, such as acceleration.
Since the dynamic measurements of the lean of the car body have direct bearing
on the clearance required, these data are analyzed in the report to give information in
this regard for the previously mentioned assignment of Committee 28 — Clearances. Spe-
cial tests were also made for Committee 28 in which the static lean and lateral move-
ments of the cars at various inclinations were measured for correlation with the dynamic
measurements.
Several types of cars originally included in the program were not tested because later
experience showed them to be impractical or of doubtful value. The objectives of the
program may be stated briefly as follows:
a. Establish the basic relation between ride comfort on a curve and lateral accelera-
tion due to unbalanced centrifugal force.
b. Determine the suitability of the present speed limitation practices with respect
to the equipment in present use.
c. Evaluate present track practices with regard to elevation, transition curves, and
variability of line and surface in relation to modern passenger cars.
d. Determine the effect of modern passenger car design on clearance rquirements.
e. Recommend any changes in practice or design that appear beneficial and
practicable.
3. Test Program
The tests were made on eight railroads. Mechanical data on the cars are given in
Table 1. The several railroads and the salient characteristics of the cars are as follows:
Louisville & Nashville
The Chesapeake & Ohio track inspection car was used as an instrument car, and
observers recorded their impressions of the ride as each curve was traversed. This car
is of a special design and not representative of any general type. The test was a prelim-
inary run to see if it was feasible to get a basic correlation between the sensations of the
observers and the instrumental readings and not to test the car. At this time instrumenta-
tion had not been developed to measure the car body angle, but the test results indicated
this was an important factor. Work was shortly started to develop a portable instrument
suitable for continuously indicating the angle of the car body with respect to the vertical.
Kansas City Southern
An early design of the modern-type car was used for another test using observers
for a check on the correlation of ride comfort with instrumental readings found in the
preliminary test. The instrumentation of this test included a newly developed portable
gyroscope adapted for measurement of inclination of the car body. A wide variety of
curves were tested, some at speeds considerably in excess of the 3-in unbalance speed.
A lean test was made later on this some coach.
Passenger Ride Comfort on Curved Track 131
Delaware, Lackawanna & Western
Tests were made on two coaches of similar design except that one had inboard
swing hangers and the other outboard hangers.
Many curves were passed on the round trips between Hoboken, N. J., and Buffalo,
N. Y., but most of the speeds were under the 3-in unbalance limit. Lean tests were later
made on both coaches.
New York, New Haven & Hartford
A modern outboard swing-hanger coach and an older type coach with leaf springs
were tested on round trips between Boston, Mass., and New York. A lean test was later
made on the new coach. Numerous curves up to about 10 deg were tested.
Chicago, Burlington & Quincy
A dome car with a roll stabilizer was tested in a round trip between Chicago and
Minneapolis, Minn. A lean test was made later on the same car. The curves were not
sharp, but the speeds were in general high.
Atchison, Topeka & Santa Fe
A modern Pullman car v/as tested with a roll stabilizer and then the anti-roll devices
were removed. Round trip runs were made between Chicago and Kansas City, Mo. The
same car v/as later lean tested v/ithout the roll stabilizer. The curves were of moderate
sharpness and speeds moderate. A lean test was also made recently on a similar car with
a roll stabilizer. This car was a coach.
Chicago, Milwaukee, St. Paul & Pacific
The standard design coach of the railroad was tested in a round trip between
Chicago and Minneapolis and on special high-speed runs between Milwaukee and Water-
town, Wis. This coach has a truck of markedly different design, having large diameter
coil springs placed outside the frame, giving a broad base of support (spring and side-
bearing centers, 06.O in) for the car body, and uses no swing hangers as in the conven-
tional type truck. The curves were mostly under 3 deg, but the speeds were fairly high
on the run in regular service, and in the special runs were high enough to give indication
of the result of exceeding the 3-in limitation by a considerable amount. A lean test was
made at the time of the special running tests.
Pennsylvania
A late model car and truck using a leaf spring for damping action in combination
with coil springs was tested in a round trip between Pittsburgh, Pa., and New York
over a large assortment of curves at fairly high speeds. A lean test was made before the
running tests.
The tests represent a wide variety of types of equipment and track. Complete data
are not available on the track of all the roads, as records are not kept of some features,
such as length of spiral, and some of the scatter found in the plotted points may be a
result of discrepancies between the actual elevations and curvatures and the nominal
values on the track charts.
C. TEST INSTRUMENTATION AND PROCEDURE
1. Ride Comfort Test
The preliminary test made on the L&N indicated that good correlation was possible
between the sensations governing ride comfort and the lateral acceleration upon the
passenger, and that it would be sufficiently accurate to use instrumental measurements
132 Passenger Ride Comfort on Curved Track
for future tests. However, the discrepancy between the measured and the equivalent
calculated acceleration was so large that it was evident that some other factor was
present in this test that needed consideration. This factor was found to be the roll of the
car body with reference to the trucks due to the action of the swing hangers and truck
springs under the lateral force in going around the curve. This car had relatively stiff
springs, and since the newer cars could be expected to be more susceptible to such action,
it was evidently necessary to measure the amount of this lean. The test program was set
up to include a relatively large number of cars, so it was at once apparent that in order
to keep the costs and time within practicable limits all test equipment had to be rela-
tively portable, easily installed and usable in regular revenue movements.
With the above requirements in mind a study was made of instrumentation that
could be built or adapted to the purpose. A vacuum-tube type accelerometer with high
level output was found suitable to drive directly an indicating meter with portable bat-
tery power. Such an instrument was built on special order by the company making the
accelerometer. It was al.«o found capable of driving a recording miiliammcter by using
a small direct-coupled amplifier built by the laboratory staff. The amplifier was also bat-
tery powered. The recording milliammeter had a full swing period of about Yi sec.
The partial amplitudes of the records have a correspondingly shorter response time.
This relatively slow response helped damp some of the higher frequency variations due to
oscillation of the truck and variations of the track and made it easier to read the aver-
age lateral acceleration produced by the track curvature. In some tests the lateral accelera-
tion was measured by a resistance-type accelerometer and an amplifier and recording
oscillograph with high-frequency response as a check on the correctness of the other
recorder.
The axis of the lateral accelerometer was placed parallel to the car floor and trans-
versely of the longitudinal axis of the car. In the tests where the check recording was
made on the lateral acceleration, the accelerometer was mounted on a steel block weigh-
ing about 25 lb, which was placed on the car floor. An accelerometer placed to indicate
vertical acceleration was also applied to the same steel block to give information on the
vertical ride on the L&N test. The higher response equipment picked up high-frequency
vibrations not important to the purposes of the tests, so it was found helpful to eliminate
these by applying damping to the galvanometer circuit that had a sharp cut off at
10 ops. Vibrations higher than this may be annoying if sufficiently large but are gen-
erally not important in passenger car ride comfort. Since the acceleration varies in
amount as the square of the frequency (amplitude constant), the higher frequency vibra-
tions tend to overshadow the lower frequency effects, which are relatively more effective
on persons, and make the record difficult to interpret.
A view of the "ride meter" instrument and recorders are shown in Fig. 1, and of the
higher response instrumentation in Fig. 2.
It was highly desirable that instrumentation for the measurement of the angular
position of the car body be readily portable and easily installed. This requirement
prompted consideration of a gryoscopic instrument, and consultation with engineers at
the Eclipse Pioneer Company, indicated a portable-type gyroscope, such as used in air-
craft control, would have sufficient accuracy, and the inclination would appear as an
electrical output that could be recorded by making some modifications in the gyro. Since
no new equipment was available at that time, a surplus unit was obtained at a very
reasonable cost and adapted to the test needs. The results have been quite satisfactory.
The gyroscope is kept erect by pendulums and integrating amplifiers that apply a
torque to the gyro for erection when the average signal from the pendulums say it is
Passenger Ride Comfort on Curved Track 133
needed. When traversing a curve an acceleration besides that of gravity is applied to the
pendulums which causes them to give an incorrect indication to the gyro and make it
tend to assume a position off the vertical. This error was minimized in this case by
making the erection rate quite slow — 3 min per deg. The time required to go around
most curves is, of course, much less than 3 min, and the error from this cause may be
expected to be a small part of a degree. The gyro required 400-cycle, 3-phase power,
and this was obtained from a small rotary inverter. The inverter was run from 32-v
direct current which could be obtained from the car battery, or in case of necessity a set
of small storage batteries (also war surplus) would run it for 4 hr. A view of the gyro
is shown in Fig. 3.
A speedometer was applied to the axle of the cars, or the output of one of the genera-
tors on the anti-slide control was used to indicate speed of the train. The whole group
of instruments was set up between two pairs of seats facing each other, using a portable
table built for the purpose. Part of the equipment in place may be seen in Figs. 1 and 2.
A push-button switch was operated at mile posts and other locations, producing marker
indications on all recorders. The proper designation was then stamped or written on
the record.
On the tests in which a group of observers was needed, representatives of railway
engineering and mechanical departments and railway equipment manufacturers indicated
their willingness to participate as observers. Sections of track with considerable curvature
were selected and each curve given a designation. These designations and the mile posts
were listed in tables given to each observer. As the curve was traversed its designation
was called out, and each observer put a check mark in the column of his table that
best described the ride. Four degrees of sensation were used — not perceptible, perceptible,
strongly noticeable and uncomfortable. The correlation of the observations was found
quite good with respect to acceleration, and the correlated results were used in the later
tests for determination of the "Ride Index" from instrumental readings of lateral
acceleration.
The speed at each curve was written on the records, and the mile post number and
other designations were noted at the marker indications on the record.
2. Lean Test
The lean test equipment was relatively simple, consisting of special scales with level
bubbles, a plumb bob, SO-ft tape and other scales. The measurements were taken in
such manner as to give the total lateral movement due to play and swing hanger move-
ment as well as the inclination of the car body.
The first lean tests were made on actual curves with the required elevation, but the
difficulty of handling the cars and finding the proper elevations in a reasonable distance
prompted the consideration of an easier method. A suggestion by Mr. Cartwright of the
New Haven and chairman of the Joint Committee to run one side of the car up on oak
shims as they had done in a previous test was found to be quite satisfactory, and sub-
sequent tests were done in that manner in a car shop where the floor was at the level
of the top of the rail. Winches in the car shop were used to move the car on and off
the oak shims. A view of a lean test is shown in Fig. 4.
Lean tests have been made on all cars tested except the older type car on the New
Haven and the C&O track inspection car used on the L&N.
Measurements in the lean tests were first taken while the car was on level track.
After these basic values were measured, the car was elevated on one side, and all measure-
134 Passenger Ride Comfort on Curved Track
ments changed by the inclination were repeated. The car was elevated to 3 heights,
usually, 2, 4 and 6 in. A diagram showing the measurements taken is in Fig. 41.
On some cars measurements were taken of the equalizer spring defli'clion and expan-
sion, bolster spring deflection and expansion, lateral movement of the bolster, and car
body displacement at mid-length of car to give additional information and to aid in
clearance calculations.
From the measurements taken the displacement due to lateral play in the truck and
the displacement due to the car tilting on the si^rings can be calculated. These measure-
ments and the values of displacement thus calculated are given in Sec. F of this report.
D. RIDING COMFORT ON CIRCULAR CURVES
1. Analytical Considerations
a. Elevation of Outer Rail on Circular Curves
The AREA Manual' states that safety and comfort limit the speed on curves and
that experience has shown that safety and comfort may be maintained if the speed is
limited to a value such that 3 in more elevation is required to give an equilibrium con-
dition (equal loads on the inner and outer rails and the centrifugal force on the car
body and passenger balanced by the elevation of the track). The formula given in the
Manual for the equilibrium condition is
£r = 0.00066 l^.'D (1)
where En is the required elevation for equilibrium in inches, Ve the equilibrium speed
in miles per hour, and D the curvature in degrees.
The numerical coefficient in this equation is based on the angle of inclination being
determined by the elevation of the outer rail and the track gage of 56^ in. Some
discussion has developed concerning the accuracy of the coefficient in this formula. The
distance between the bearing points on the rail of the track level which is used by track
men in placing elevation in the track on the rails is actually closer to 60 in instead of
56^ in, so this value of 60 in gives a more precise evaluation of the track inclination
angle. Use of 60 in. in calculating the above formula would give
En = 0.00070F.='Z? (2)
In Fig. 5 are plotted curves for finding the elevation required for balanced con-
ditions for curves of 1 deg to 10 deg for various speeds, using Eq. 2. Given the speed,
curvature and elevation, the unbalanced elevation can be obtained by taking the differ-
ence between the elevation required and that used. The use of the modified formula
was found to give considerably better correlation in the plottings involving the calculated
unbalanced elevation. That is,
Ev = En —Ej, (3)
where Ev is the unbalanced elevation and £a the actual track elevation.
This unbalanced elevation can be related to the acceleration and force on the car
and objects in the car.
The centrifugal force, F, on a body traveling a curved path is
^All references are presented on page 163.
Passenger Ride Comfort on Curved Track 135
F= (4)
gr
where
W is the weight of the body,
g the acceleration of gravity,
V the speed,
r the radius of the curve.
Referring to the diagram (Fig. 6), it is seen that in the case of a car going around
a circular curve at the equilibrium speed
Rsincc = and Rcos o: :=W
gr
where oc is the angle of the plane of the track.
Then
R since WV,-
iJcoscc = tan cc = —^^ X
and also
sin cc =
where G is the effective gage of the track (60 in) and £r the elevation required for an
equilibrium condition.
Since there is a negligible difference between the values of the sine and tangent for
small angles such as the track inclination we can equate the two with reasonable
accuracy, thus
£r= — (5)
gr
It will be most convenient to express £r and G in inches, Fe in miles per hour, and the
curvature, represented by the radius r, in degrees.
5730
r = — Y) ('' i" fsst, D m degrees)
1
w —
Fe=
gr
En
If G is taken as 60 in
£r =
(Fe X 5280 Y 60
3600 J ^ 32.16 ^
5730
£r = 0.00070 Fe-Z) (2)
En is the required elevation for an equilibrium condition.
The component of the weight, W, in the plane of the track is
H = Wsinoc = —^^ (6)
The force // acts in opposition to the centrifugal force F, and the unbalanced force
Fa is approximately*
* The component of F„ in the plane of the inclined track is proportional to cos cc, which for an
angle of 6 deg is 0.995.
136 Passenger Ride Comfort on Curved Track
gr 60
or
^''- 60V gr -^^ )
Substituting £k
^ W W
''•'=-g5-(^«-^*)=-^^'- (7)
The equation above applies either to the weight of the car or an object within
the car, and further
W
Fn = Ma=— a
where M is the mass of the object and a is the lateral acceleration due to the unbalanced
resultant of F and H
Then
^ W W
and
0 = 0.0167 £u (in terms of g) (8)
For example, if Ea = 2> in, a=i3>y^ 0.0167 = 0.05 g
If a person weighing 150 lb is subjected to this acceleration the force is
150
F„ = Ma— —X O.OSg = 7.5 lb
The active anes of the lateral accelerometers were placed parallel to the car floor and
transversely to the length of the car to measure the lateral acceleration. The accelerometer
was generally at approximately the height of a sitting person. However, the height is not
of great importance for the passenger, as the only other acceleration likely to be present
in that direction which would be affected by the height of the accelerometer is that due
to the car body roll, and this will generally be of relatively small magnitude because
the large mass of the body and the spring coupling between it and the trucks limits the
velocity of the roll to a small value.
b. Effect of Lateral Acceleration on Ride Comfort on Circular Curves
The ride comfort problem is very complex. There are many factors and variables,
and if all of them are taken into account experimentally the tests required would be
very long and expensive. Much work has been done in this field by various experimenters.
The most extensive tests and consistent data were those published by F. J. Meister*.
This work and a resume by R. N. Janeway' were used as a basis for analyzing the riding
of a test car with various amounts of wheel unbalance.* In this last named work the
results were simplified and used in such manner that the criterion would always be on
the safe side no matter what the attitude of the passenger, the direction of the accelera-
tion or the disposition of the several acceleration components.
The human body is a complicated structure and has been found to be more sensitive
to certain frequencies and directions of acceleration than to others. Since all the reported
tests on persons had a lower frequency limit of approximately 1 cps, it was thought best
to make observer tests more closely representative of our conditions on curved track.
Work done by some investigators on low-frequency acceleration with respect to elevators
Passenger Ride Comfort on Curved Track 137
placed the person in a standing position where he can resist the vertical acceleration
more readily, and that for aircraft covered a much higher range of acceleration than
encountered in railroad passenger cars.
Acceleration, or some quantity directly related to it, has been found in the above
mentioned experimental work to be a good measure of ride comfort and was selected
for the tests to determine its suitability for use as a criterion of the ride comfort on a
curve. It should be borne in mind that the passenger is ordinarily sitting in a seat, and
as the curve is traversed is subjected to a uniformly changing acceleration which reaches
a maximum at the end of the transition spiral and remains constant laterally with respect
to the passenger as long as the circular curvature is constant. If the curve is a half
mile in length this constant acceleration may be a matter of 30 sec or some similar
period of time. Since it is easy to become confused in thinking about velocity and
acceleration and their relations, the diagrams in Fig. 7 are given to show graphically
some of the relations present with respect to the lateral acceleration on the car due to
centrifugal force and the vertical quantities affected by the elevation of the outer rail.
In Fig. 7-a it can be seen that the lateral acceleration is increasing uniformly in the spiral
until the circular curve is reached and then remains constant to the runoff spiral, where
it decreases in the same manner. Under certain conditions of frequency or direction of
application the rate of change of acceleration has been found to be the best criterion
of comfort rather than the maximum acceleration. This point will be discussed later in
connection with the basis for the length of spirals required.
As stated previously a preliminary test was run to check instrumentation and deter-
mine whether a basic correlation could be obtained using acceleration as the criterion
of ride comfort. When this preliminary test showed the idea to be sound a more exten-
sive test with additional instrumentation and a more representative car was made. The
results of both tests showed such similarity in the correlation between observer reaction
and measured lateral acceleration that the data were combined and plotted in Fig. 8
as a "Master Curve" for relating the instrumental readings to passenger comfort for the
other tests without the use of a group of observers. All points are not plotted since
many coincided with each other, and the points shown are the average of all the points
for a particular degree of curve and acceleration. Each point thus represents the collective
opinion of at least 20 or 30 observers concerning one curve and may be the average for
several curves. On the two railroads data were obtained on over 300 curves in the test
stretches selected. A curve in Fig. 8 has been drawn to represent the average distribution
of the plotted points, and it is this curve which has been used for the subsequent tests
to evaluate the "Ride Index" without the use of observers from the measurement of the
lateral acceleration.
Numerical values have been assigned arbitrarily to the several zones of sensation as
was done in the previously mentioned tests* concerning unbalance in car wheels and
other factors. The four zones of sensation chosen, as shown in Fig. 8 are "Not Per-
ceptible", with a numerical value from 0.0 to 1.0; "Perceptible", between 1.0 and 2.0;
"Strongly Noticeable" between 2.0 and 3.0; and "Uncomfortable", from 3.0 to 4.0. This
assignment of numerical values permitted a weighted average to be obtained that repre-
sented the conclusions of all the observers by one number. To illustrate, assume 8
observers were of the opinion that the acceleration was perceptible. The middle of the
perceptible band is l.S and the product, 8 X 15= 12.0, represents the summation of the
opinions of this group. If 12 thought the ride on the same curve strongly noticeable,
the product for this group is 12 X 2.5 = 30.0. The sum of the two group products is 42,
42 0
and the average for the whole 20 observers of both groups is — ^^2.1, which is just
138 Passenger Ride Comfort on Curved Track
beyond the threshold of the Strongly Noticeable zone. If the observers represent a range
of physical characteristics, this average figure tends to represent the average opinion
of such a group of miscellaneous physical make-ups.
The observers were requested to disregard acceleration that appeared to be due to
track irregularities or oscillations ol the trucks and the entrance and exit parts of the
curve and to base their judgement solely on the steady centrifugal acceleration in passing
the circular part of the curve.
In the previous discus.sion it was shown that the acceleration could be expressed in
terms of the equivalent unbalanced elevation
a = 0.0167 E„ (in terms of r) (8)
For a 3-in unbalanced elevation, a = O.OSg.
This equivalent scale has been placed at the top of Fig. 8, and it may be noted that
the average line for the points indicates that 3-in unbalance or O.OSg is just within the
perceptible zone. If the actual unbalanced elevation for the points in this region were
calculated from the speed, curvature and elevation, it would be much less than 3 in,
possibly about IJ^ irt. This will be shown more definitely in other diagrams. The equiva-
lent unbalanced elevation should not be confused with the calculated unbalanced eleva-
tion which is given by Eq. (3), and depends on the speed, elevation and degree of curva-
ture and does not take into account the car body roll. As stated previously, the average
curve drawn through the points in Fig. 8 will be used in the other tests to interpret the
acceleration values into terms of ride comfort.
c. Lean of Passenger Car Body on a Curve
A passenger car traversing a curve will tilt and assume a position dependent on the
elevation of the track, the speed, the centrifugal force acting on the car, and the
mechanical characteristics of the car. If the car is at the equilibrium speed for the curve
as determined for Eq. (2) previously given, the car body will have the same inclination
as the track. For the car to assume this position on the curve it is necessary that the
car body tilt through an angle from the vertical equal to the angle of the inclined track,
■the track angle and the car angle would in this case be equal, and the difference between
the two (the roll angle) would be zero, and the car body would be normal to the plane
of the track. This condition is shown in Fig. 9-b.
The car body assumes a different position when the speed of the car is greater than
the equilibrium speed. In this case the elevation will not be completely effective in bal-
ancing out the centrifugal force created by the circular motion of the car. With this
unbalanced force acting at the center of gravity of the car body, it will be displaced
outwardly and will tilt on the springs and swing hangers outwardly of the curve. Under
normal conditions when the car is above the equilibrium speed, the car body will not
incline from the vertical at an angle as great as the track angle. The difference between
the track angle and the car angle (the roll angle) will in this case be positive. This
condition is shown diagrammatically in Fig. 9-c.
When the car speed is below equilibrium speed the component of the weight of the
car in the plane of the inclined track is greater than the centrifugal force acting on the
car. This unbalanced force, now acting in the direction toward the center of curvature
of the track, causes the car to be displaced inwardly and also causes the car to tilt on
the springs and swing hangers toward the inside of the curve. In this case the car will
incline from the vertical at an angle greater than the track angle, making the difference
between the track angle and the car angle a negative value of roll angle. This condition
is shown in Fig. 9-a.
Passenger Ride Comfort on Curved Track 139
The portable gyro equipment recorded the position of the car body with respect
to the actual vertical for all curves tested, and the elevations listed in the track charts
permitted calculation of the angle of the inclined track. The value of the track angle
minus the car angle can thus be determined for all curves tested. This information makes
it possible to determine the attitude of the car body on the curves and also to calculate
the displacement caused by the car rolling on the springs (car body roll) . This displace-
ment due to roll obtained from the riding tests added to the lateral play displacement
can be compared with the values of displacement obtained from the static lean tests.
2. Test Results
a. The Cars
The cars selected for tests were each representative of some practice or distinctive
mechanical feature considered of sufficient importance to merit a part in the test pro-
gram. It was considered not feasible or necessary to make tests of all details and varia-
tions of the numerous practices and designs in modern car construction. The features
selected were also those which were considered most likely to be important in the action
of the cars on curved track. The influence of these features on the action of the cars on
tangent track is not taken up here and is in itself a complex and highly controversial
subject partly because of the difficulty in getting similar results with supposedly identical
test conditions.
The mechanical features of the cars considered of importance to this problem are
listed in Table 1. It is not considered necessary to give detailed plans of the trucks, but
views of the trucks on each the cars are given in Figs. 10, 11 and 12. A study of Table 1
will show the noteworthy features for the several cars, which will be discussed later in
their relation to the test results. The spring rates given are a summation of all springs
for one side of one truck for the bolster and for the equalizer and represent the com-
parative effective stiffness at the given position.
b. The Data
The test data taken on the ride tests always included three things, though some-
times additional equipment was used to measure other quantities or as a check on the
equipment normally used. The lateral acceleration at the middle of the length of the car,
the inclination of the car from the vertical, and the speed were the values obtained for
each curve. These data, together with the information supplied with regard to the track,
were used to calculate other values. The lateral acceleration, by use of the "Master
Curve" (see Fig. 8) as previously explained, gave a value to the Ride Index; the angle
of the car body with the vertical was subtracted from the angle of inclination of the
track, giving the car body roll; and the unbalanced elevation was calculated from the
track elevation, curvature and speed. These various quantities and their relation to each
other were used to determine the effects of the various car and truck characteristics.
The data when plotted generally showed less scatter than would be expected. Some of
this scatter is attributed to inaccuracies in the information on the track plans in regard
to curvature and elevation. Inequalities of line and elevation in the curves and oscilla-
tions of the car will also cause scatter. The practice of the different railroads in keeping
the track plans up to date has been found to vary considerably. Some of the points
lying considerably off the average variation are undoubtedly due to changes having been
made in the track and not yet noted on the plan. Hov/ever, in most cases there is either
a definite trend or a good correlation. Where necessary the points have been averaged
for incremental distances and the curve drawn with reference to the average points.
140 Passenger Ride Comfort on Curved Track
In picking off the values from the records the practice was followed of taking the
maximum mean value of the lateral acceleration reached in going around the curve and
reading the car body angle at the same point on the reasoning that the best correlation
could be obtained in that way, and the roil would be a maximum when the acceleration
is greatest. The mean or average value of the acceleration was taken to eliminate the
effect of truck oscillations or local irregularities in the track which sometimes appeared
in the records at the higher speeds. Views of typical records are shown in Fig. 13. The
records in Fig. 13 are accurate tracings of the lateral acceleration and car body inclination
as recorded on the Esterline Angus recorder for a typical curve. The speed is quite high,
94 mph, and there is some lateral oscillation in the acceleration record, but it should be
noted that the car body is massive enough that these variations are not reflected in the
variation of the car body angle. The practice in reading the records was to take the
lateral acceleration reading at a maximum point and at the average level of the oscilla-
tions. The car angle was then read at the same point, which was generally the minimum
car angle or maximum roll angle.
c. Relation of Lateral Acceleration and Ride Index to Calculated Unbalanced
Elevation
Values of the measured lateral acceleration are plotted in Figs. IS to 26, incl., with
reference to calculated unbalanced elevation for the cars tested. As previously shown
the lateral acceleration is a measure of the degree of comfort for the passenger, and its
amount is influenced by the roll of the car. The calculated unbalanced elevation is a
quantity presently used to determine maximum speed restrictions on curves. Obviously
then, the relation between these two quantities will tend to indicate something about
the suitability of the speed restrictions. Straight lines have been drawn through the
general trend of the points, or with reference to average points for incremental portions
of the range. The slope of these average lines is an indication of the "comfort" ability
of the car to go around curves. This slope is evaluated in Table 2 by listing in the third
column the amount of unbalanced elevation at an acceleration of O.lOg as picked off of
the average lines for the various cars tested. This acceleration of O.lOg will be used later
as an acceptable upper limit of lateral acceleration. The greater the amount of unbal-
anced elevation that can be obtained with a given amount of acceleration, the better
the "comfort" ability of the car to go around the curve without introducing passenger
discomfort.
The value of the calculated unbalance shown in the table for O.lOij ranges from 2.80
to 4.40 in. There is 1.60 in difference between the two values, which indicates that IJ/^ in
greater unbalanced elevation can be used with the same degree of comfort for one car
than for the other. It may also be noted that the highest values are for cars with out-
board swing hangers or stiffer springs or roll stabilizers. The modification of the Santa Fe
car to remove the roll stabilizers greatly reduced the ability of the car to get around
the curves comfortably, as indicated by the reduction of the unbalanced elevation from
4.20 in to 3.00 in. The roll stabilizer was standard on the Santa Fe equipment. It should
also be pointed out that the CB&Q car with almost the highest value is a dome car with
a roll stabilizer.
The term "Ride Index" has previously been defined and described, and its correla-
tion with lateral acceleration shown by the test results on 2 railroads for several hun-
dred curves and more than 40 observers. On railroads other than the L&N and KCS
where the Ride Index was established by direct observation it was obtained by use
of the Master Curve and the measured lateral acceleration. The relation between the
I
Passenger Ride Comfort on Curved Track 141
lateral accelerations and the Ride Index for the various cars is shown by placing the
corresponding Ride Index scale at the top of Figs. IS to 26, incl. This Ride Index scale
can be used to pick off the index values for a 3 -in unbalanced elevation as another basis
of comparison of the cars. These values are given in the Col. 4 of Table 2. The lower
the value of the Ride Index the better the abihty of the car to get around the curve
with comfort.
Comparison of the values in Cols. 3 and 4 of the table indicate similar effects of the
various mechanical characteristics for either criterion, including the two tests where the
Ride Index and acceleration were determined independently. The KCS car which had no
roll stabilizer and considerable lean showed the next to lowest value of unbalanced ele-
vation, 2.90 for a O.lOg acceleration, and next to the highest Ride Index, 1.8S for a 3-in
unbalance, both values indicating a lesser abihty to go around curves with the usual
amount of comfort. On the other hand the New Haven cars showed good values by both
comparisons. The outboard swing hanger truck is a relatively new type, and the car
body roll has been controlled by the outboard swing hangers and the wider spring base.
The other New Haven car was an older type that restrained the roll by considerably
stiffer leaf springs (see Table 1), but for this reason was not so comfortable for vertical
ride. The same statements apply to the C&O car used on the L&N, which was an old
style Pullman type with six-wheel trucks that had been fitted up with various types
of track inspection equipment, including a wheel in an engine trailer-type frame at the
mid-length of the car for the measurement of curvature of the track.
The CB&Q dome car also showed similarly good ability to go around curves with
comfort. This is attributed to the roll stabilizers. It had a 4.30 unbalanced elevation at
O.lOg and a Ride Index of only 1.40 for 3 in unbalance.
The two cars tested on the DL&W were similar in general design except that one
had outboard swing hangers and the other inboard hangers. The values for the two
methods of comparison indicate very good ability to negotiate the curves, but there )?
little difference between the two cars in this respect. The values of the unbalanced eleva-
tion for O.lOg are 4.00 in and 4.40 in. An inspection of Table 1 giving various me-
chanical characteristics of the cars shows that the inboard hanger car had higher spring
rates for both equalizer and bolster positions. This was accomplished by using two springs
at each end of the equalizers (16 per car), and having triple-coil springs in the bolster
as compared to double-coil springs in the bolster of the outboard hanger car. This differ-
ence in springs compensated to some extent for the effect of the inboard swing hanger in
increasing the car body roll in running tests in which both cars gave similar results. The
static lean displacement was somewhat greater for the inboard swing hanger, as shown
in Col. 7 of Table 2 and in Table 3, possibly due to being free from the restraining
action of any adjacent cars.
The Milwaukee car, having a radically different design of truck with large out-
board springs but no swing hangers, showed up in the medium or good range, both
criterion values being similar for the high-speed tests and in the regular revenue run.
The PRR car with inboard swing hangers, which had one-sixth of its weight supported
on a leaf spring and the remainder of the weight by helical springs in the bolster, was
also in this medium range.
The Santa Fe car was tested with a roll stabiHzer and had values in the top range,
4.20 and 1.45. The same car was modified to remove the stabiHzer, and the change had
a very marked effect on the curve riding qualities, the calculated unbalanced elevation
being 3.00 and the Ride Index about the same as the KCS car, 1.80. This car had quite
soft springs in both bolster and equalizer and the static lean displacement for 6-in eleva-
142 Passenger Ride Comfort on Curved Track
tion was quite high, 7.33 in (Col. 5, Table 3). With the roll stabilizer in place a test
on a similar though somewhat lighter car gave a lean of only 4.37 in. The use of the roll
stabilizer is standard practice on the Santa Fe with this class car.
The lateral displacements and displacement due to car body roll (static lean) from
the static tests, some of which have been quoted, are given in Table 2 for correlation
with the various dynamic values. Most of these lean displacements are in qualitative
accord with the dynamic criteria discussed, but there are some quantitative discrepancies
which will be discussed more in detail later.
d. Relation of Car Body Roll to Lateral Acceleration
The car body assumes a position with respect to the vertical on curved track that
is dependent on the elevation of the track, curvature, speed, and the mechanical char-
acteristics of the car. The effect of this car body roll was discussed in detail in Sec. D.
The principal effect of the roll is that at speeds greater than the equilibrium speed the
direction of the roll is such that the car body becomes more nearly vertical than the
inclination the track gives to the trucks, and the effectiveness of the track elevation in
reducing the centrifugal force on the passenger is impaired. The greater the angle of car
body roll the less the effectiveness of the outer rail elevation in aiding passenger comfort.
The car body roll was not measured directly because it was necessary to keep the testing
equipment compact, portable, and suited to quick installation for tests in revenue service.
The portable gyro gave the angle of the car body with respect to the vertical, and sub-
traction of this angle from the inclination of the track gave the relative rolling between
the track (or trucks) and the car body. This calculation makes it possible to compare
all degrees of curvature, elevations and speeds on a common basis for any particular
car or test condition. The chief difficulty with this process is that inaccuracy in the
information on elevation of the outer rail causes a similar error in the roll angle, and
this is undoubtedly the cause of some of the scatter in the plotted points. The roll angles
for the various tests are plotted with respect to the recorded lateral acceleration in Figs.
27 to 37, incl. As before, average lines are drawn to indicate the trend of the plotted
points.
Use of the above curves gives another criterion of the riding comfort of the car.
The car body roll for a 3-in calculated unbalanced elevation was obtained from these
curves by determining from Figs. 15 to 26, incl., the lateral acceleration present in each
car with a 3-in unbalance and finding the car body roll for the acceleration so obtained
from Figs. 27 to 37, incl. These angles have been tabulated in Col. 5 of Table 2. The
car body roll as found in the static lean tests interpolated for 3-in elevation has also
been tabulated in Col. 6 of the same table. The 3-in static elevation is equivalent to a
3-in unbalance inwardly of the curve. The less the roll angle the better the comfort
obtained in going around the curves. It was assumed in the calculations for the roll
(and lateral displacement) that the car body rotated about a point at the center plate
height.
The dynamic and static values for a given car should be similar, and it is evident
from a study of the table that most of them are. However, there were some differences
in the test conditions that should be kept in mind. When the cars were tested in running
tests they, of course, had other cars ahead and behind them which in most cases had
different characteristics than the test car. Also, the static lean test program was a later
development, and in most cases the lean test was made after a lapse of considerable time
from the running test, so some changes may have taken place in the mechanical condition
of the car during the interval.
Passenger Ride Comfort on Curved Track 143
The roll angles measured dynamically range from about 1.0 deg for the better cars
to almost 2.5 deg for those with the greater roll. There is good agreement of some of
these roll angles with the static lean test for 3-in elevation, but a few show some
discrepancies. The range for the static lean angles is from 0.8 deg to about 3 times that,
or 2.5 deg. The maximum difference between the dynamic and static angles is 0.5 deg
in the case of the New Haven car with outboard hangers. The static test value of 0.9 deg
appears somewhat low on the basis of 3.60 in calculated unbalanced elevation for O.lOg
in Col. 3, Table 2. A somewhat similar discrepancy is seen in the Milwaukee test. It
should be stated that the- Santa Fe car lean tested with roll stabilizer was a coach
weighing about 16000 lb less than the Pullman used for the running tests. These values
will be later used in illustrating the use of the static lean test in establishing maximum
speeds for tolerable comfort for any given type of car.
3. Discussion and Recommendations for Passenger Car
Speed Limitations on Circular Curves
The test data on circular curves for the passenger cars of the several railroads and
test conditions have been presented in numerous diagrams. In general there has been
agreement in results indicated by means of the several methods of comparison, and
some of the characteristics have been pointed out and discussed, together with some
of the discrepancies and possible explanations therefor. Table 2 lists these various values
that were important as criteria of the performance of the cars on curves both for the
dynamic tests and the static lean tests.
The test program was planned to include some of the latest type equipment and
equipment having features which could be expected to influence the action of the car
on curves. It was not practicable to include numerous minor details of equipment design
and maintenance and keep the test program within reasonable limits. However, it is
believed that the important principles and requirements for best comfort on curves have
been established by the results so that improvements in practice and design can be made
or the current designs evaluated.
The basic correlation for determining the tolerable acceleration, as shown by Fig. 8,
was surprisingly good on two railroads with radically different cars and two different
groups of observers. The degree of perception of comfort is not an accurately defined
quantity and can be expected to vary among different persons. The selection of a maxi-
mum Umitation as the acceleration that will be reasonably comfortable is somewhat a
matter of judgment, but it would seem logical that the amount noted as Perceptible
would be satisfactory as long as the Strongly Noticeable zone was not entered by reason
of accidental or random variations. The lower limit of the Strongly Noticeable zone has
a Ride Index of 2.00 and acceleration of 0.1 16g on the average line. There is some scatter
of points about the average line, and a zone has been drauTi to contain about 80 percent
of the points. The upper limit of this zone crosses the Ride Index of 2.00 at O.lOg, which
corresponds to an equivalent unbalance of 6.0 in on the basis of acceleration. The use
of this upper limit with an acceleration of 0.1 Og to provide some allowance for variations
in elevation, curvature and equipment condition would seem good practice.
As it was not practicable to run the tests with observers in a prone position, it is
therefore desirable to determine, if possible, whether any limits set up for sitting will be
acceptable to sleeping car passengers, or those standing. The range of the data available
from other sources does not permit direct comparison, but does show that sensitivity to
acceleration decreases considerably in the very low frequency region. Few tests are
available for the correlation of comfort even at a frequency of 1 cps. Meistei* in bis
144 Passenger Ride Comfort on Curved Track
tests at that frequency did not have results for a person sitting. The threshold of the
Strongly Noticeable zone at 1 cps in his work for a person standing subject to vertical
vibration is 0.075g and for transverse vibration standing is 0.05g. The sensitivity of a
prone person to transverse vibration is higher, the same threshold being a little under
O.CX3g. Tests by Jacklin'" with transverse acceleration of a seated person also at 1 cps
classed as disturbing an acceleration of 0.04g. This threshold is probably a little higher
than the AAR Strongly Noticeable threshold. If the same relations are maintained for
the still lower frequency or constant acceleration of the ride tests, it would be reasonable
to assume that there may be a slightly greater sensitivity to transverse acceleration for
a prone person than a seated person. The standing person is also seen to be le.<;s sensitive
to transverse acceleration, and the limiting condition will thus be for the passengers in
the seated or prone position. The.se results are for steady state vibrations. Irregular or
sudden lateral shocks will, of ccurse, disturb the equilibrium of a standing person more
than a seated person.
The test data indicated the prime importance of the car body roll in relation to ride
comfort on curves and the greater tendency of some cars to roll. The three factors that
reduced the tendency to roll were the roll stabilizers, outboard swing hangers and stiffer
springs. The use of stiffer springs is, of course, certain to affect quality of vertical ride
adversely. The Burlington and Santa Fe cars with roll stabilizers showed up well, and
the New Haven car with outboard swing hangers gave similar results. The effect of the
outboard hangers on the DL&W car was similar to outboard hanger cars on the other
railroads, but on the DL&W car with inboard hangers the roll was restrained by con-
siderably stiffer support, making the action of this car similar to the car with outboard
hangers.
Since the car body roll is a primary factor in the ride comfort on curves it is neces-
sary to take this into account in arriving at the permissible speed for comfort. It is
assumed that it will not be feasible for most railroads to make running tests and measure
the lateral acceleration for this purpose. It has already been established that a lateral
acceleration of O.lOg can be tolerated with comfort. This represents an equivalent unbal-
anced elevation of 6.00 in as given by Eq. 8,
a = 0.0167 £ug (8)
This equivalent to the lateral acceleration in terms of unbalanced elevation will be
termed the undiminished maximum of the unbalance that could be used if the car body
did not roll and reduce the effectiveness of the track elevation.
Some of the cars tested showed considers^bly less roll than others under similar con-
ditions. The tests showed that faster scheduled speeds could be made with the cars with
the lesser roll, and a similar degree of comfort maintained in the two cases. One road is
known to be making such a differentiation between its own equipment and foreign road
equipment on the basis of operating experience. This characteristic would seem to be a
logical basis for determining speed limits for particular types of equipment where a
given train is restricted to one type, or for determining a certain comfortable limit for
all cars where .several types of cars arc operated together.
It has also been found, as will be shown in Sec. F, that the dynamic values of car
body roll (displacement) generally have a relation to the unbalanced elevation similar
to the static values of unbalance, as shown by the static lean test points lying close to
the exten.sion of the average line representing the average relationship of the dynamic
variations. However, it should he pointed out that there was some lack of agreement in
some cases between the several factors. A suspected source in some cases, especially those
Passenger Ride Comfort on Curved Track 145
involving large amounts of lean, was binding or friction preventing full movement of
the car body in the static lean test. Consideration should be given to methods of over-
coming this difficulty and making certain the car gets full movement in static lean tests.
As stated above the undiminished equivalent of the unbalanced elevation found
permissible on the basis of O.lOg lateral acceleration was 6.0 in. This optimum value can
be adjusted to allow for the amount of roll by a simple formula. It is evident from
Fig. 41 that
E=z60 sin e
where © is the inclination of the car body due to the roll, E is the equivalent in terms
of track elevation, and the effective gage is again taken as 60 in. Then the compensated
unbalanced elevation, Ecu, which can be used instead of the nominal 3 in without exceed-
ing the O.lOg limit of tolerable acceleration is
Ecn=(-^-^—^-^\3 (9)
V3 + 60sinB/
The term, 60 sin ©, represents an unbalanced elevation equivalent to the car body
roll which diminishes the optimum amount in proportion to the amount of the roll.
The angle 6 in this case is the roll for a 3-in unbalance and may be obtained from a
static lean test.
Table 2 shows that the CB&Q dome car with the good performance on the curves
had a roll of about 1.4 deg as found from both the dynamic and the static lean tests for
3 in elevation. Substituting this value in the equation for £cu
..(-
4.1 in
3 + 60 X 0.024 J
This result checks well with the 4.30 in unbalance for O.lOg acceleration and indicates
an appreciably greater unbalance can be tolerated with this car than the conventional
3.0 in. The PRR car had an inclination of about 2.0 deg for the same 3 in unbalance,
both statically and dynamically.
^- - (^ 3 _i_ 60 X 0.035 ' ^ - ^1 1"
■)-
which indicates the present limitation of 3 in unbalance will be comfortable. This value
also agrees reasonably well with the 2.80 in unbalance in Col. 3 for O.lOg acceleration.
The Milwaukee car had a dynamic lean of 1.8 deg for the high-speed dynamic tests and
1.3 for the regular run. The static lean test roll is 1.4 deg. The compensated elevation
using the static lean value
_ / 6
-j 3 = 4.1ir
"' ~ V 3 + 60 X 0.024
This value is comparable with 3.20 in or 3.30 in, which is a discrepancy of about 0.8 in.
It is evident there is some difference in the static and dynamic action that is not apparent
from the information available. Use of the high-speed roll, 1.8 deg, gives a close agree-
ment. The above unbalanced elevations may be applied to the calculation of permissible
speeds. The manner of application would be as follows. If the permissible unbalance
of 4.1 in applies and the curve has 6 in elevation and curvature of 3 deg, £r = 4.1 +
6.00=10.1 in = elevation required for equilibrium.
From Eq. 2, 10.1 = 0.00070 Ve" X 3.0
pr Fe = |/ o°oo2^ = 1/4810= 69 mph
146 Passenger Ride Comfort on Curved Track
The use of a set of curves for £a such as Fig. S will facilitate this calculation for V,.
The speed permitted for the standard 3.0 in unbalance would be in this case
V, = |/ 0 0Q2I = y 4280 = 65 mph
The car with the roll of 2.0 deg would have a limit of
V, = j/ 0 002 J = y 4330 = 66 mph
Thus a total difference of 4 mph results between the extremes. The application of
the Manual formula with the smaller coefficient and the conventional unbalance of 3 in
will give a maximum speed of 67 mph. Thus the modification for some cars suggested
is not actually as much of an increase as it first appears.
It is suggested that in cases where it is desired to increase scheduled speed with
equipment less subject to roll, that static lean tests be made and the above formula
applied.
In making static lean tests with cars having considerable roll it must be determined
whether the roll has been stopped by lack of clearance, and it is not considered safe to
use one large elevation, such as 6 in. It is later recommended that at least three eleva-
tions be used to aid in judging the accuracy of the lean tests values. Some revisions in
the methods of making the lean tests should also be tried. Apparently, the failure of the
static lean test points to agree with the trend of the dynamic points in some of the
diagrams for correlating the two sets of tests given in Sec. F was due to some such
cause. Further consideration should also be given to determining the reasons for dis-
crepancies, such as in the case of the Milwaukee car where there was good agreement
in the roll angles for the static and dynamic tests, but the lateral acceleration was higher
than indicated by the roll angle.
The above discussion indicates the detrimental effect of car roll as far as curves are
concerned but must not be taken to mean that the roll must be eliminated. Roll is inher-
ent in the type of support that modern cars have and is a result of the design to meet
the need for flexibility on curves and cushioning for lateral and vertical shocks that come
from roughness or misalinement in track and oscillations in the equipment. However,
if the car body support was a pendulum type and placed near the center of gravity of
the car body, the roll would be diminished or possibly be in the opposite direction, and
the pa.ssenger would be placed in a position more nearly corresponding to the equilibrium
condition for standard equipment. This type of design was tried experimentally in the
"Hill" car, but according to information supplied the pendulum support had too much
stiffness to function completely as intended, and the support design was not practical
in the present type car. A new, small size, lightweight design incorporates this method
of support, and if its use is found practicable would be a good subject for ride tests for
comparisons with standard type equipment. Other somewhat similar designs with low
center of gravity and new truck designs would also be of interest.
The use of a pendulum-type support of the car body would improve the curve
riding characteristics by reducing the car body roll or even reversing its direction but
would probably be feasible only in lighter weight, smaller size cars. A recent article
concerning two new light German trains" states, "The pendulum spring suspension (in
which the car is suspended from above its center of gravity and therefore leans to the
inside rather than the outside of the curve) greatly increases the speed at which curves
can be taken comfortably, as tilting counteracts the centrifugal force on the passenger
Passenger Ride Comfort on Curved Track 147
instead of adding to it as the conventional suspension does." It is claimed that this train
has sufficient buffing resistance and improved impact absorption and economy.
Many of the cars recently built or under construction have outboard swing hangers.
It has been the experience of some roads that the outboard hangers are more easily
accessible for maintenance and inspection and are a simphfication compared to the use
of roll stabilizers. Some of the new cars are also using a large diameter center plate
which may also help reduce the roll, though one of the advantages stated is the damping
out of rotational oscillations (shimmy) of trucks. These new designs can be expected to
give improved ride on curved track.
There are, of course, other actions affecting ride comfort on curves to some extent
which have been somewhat averaged out in the data as here presented. Some cars will
proceed around the curvature more smoothly than others, especially at speeds giving
the larger unbalances. Irregularity in the action on both curved and tangent track is also
accentuated by wear and play in the truck parts. Design of the swing hangers is known
to influence the effect of lateral track irregularities and truck oscillations on riding
qualities. The spacing, angularity and length of the hangers are all factors that should
be combined in their proper relations to give the best overall condition.
Tests made by Loach and May cock on the British Railways and recently reported"
have had some objectives and procedure similar to the tests here discussed. Measure-
ments were made of lateral acceleration and correlated with observer reactions on 14
curves that had been carefully put in line and cross level and on 38 in good condition
but not specially prepared.
A more detailed gradation of sensation levels was used than in the AAR tests. Com-
parison of the two sets of levels is shown in Fig. 38 in what would seem to be an
approximate correspondence of the several zones and values of the unbalanced elevation
equivalent to the measured acceleration in the two sets of tests given for corresponding
values of Ride Index. It is seen that two sets of values of unbalance check closely except
for the two highest values. The Ride Index numbers are, of course, not comparable.
Some conclusions from the British tests are that the maximum cant deficiency (unbal-
anced elevation) shall be 3^ in, which shall be reduced as the cant increases, being
given as only 2 in for a 6-in elevation in their "Railway Curves — Rules for Speed of
Trains on Curves in Relation to Radius, Cant and Length of Transition." They limit
the maximum elevation to 6 in because of danger of derailment. No justification was
seen from the AAR tests for reducing the permissible unbalance with the elevation,
variability in action being more dependent on speed.
E. TRANSITION SPIRALS
1. Analytical Considerations
One of the recognized requirements for smooth, comfortable riding around curves
is a proper transition curve between the tangent track and the circular portion of the
curve. The change from no curvature to a given constant curvature must be made
gradually at a rate that will not cause a lurch or bump at the entrance and exit of the
curve. The usual method is to make the curvature and elevation of the transition curve
change uniformly with distance along the curve. No tests were made to determine
specifically the observers reactions to the ride around the spiral portions of the curves,
but instrumental readings were made through the spirals. The records have been read
for those portions, and some discussion of these results and those of other workers may
be helpful in establishing some of the basic relations and indicate possible improvements
in practice or limiting conditions that may improve riding comfort.
148 Passenger Ride Comfort on Curved Track
A diagrammatical representation of the relations between deflection, velocity and
acceleration is given in Fig. 7 to facilitate their consideration. In Fig. 7 the variation
of the lateral acceleration due to the centrifugal force (assuming a speed greater than
the equilibrium speed) is shown diagrammatically. Since the centrifugal force is inversely
proportional to the radius of the curve and the elevation for a given speed, and they
both change at a linear rate, the lateral acceleration increases at a constant rate until
the full curvature of the circular portion of the curve is reached, when the acceleration
remains constant till the exit spiral is reached. This is a logical method of easement into
the curve, and it chiefly remains to determine the length which the spiral shall have.
The formula specified in the .\RE.^ Manual"* for determining the minimum length
of the spiral is
L„,„ — 1.17 £aK (10)
where Lmm is the minimum length of the spiral in feet, £a the actual elevation of the
outer rail in inches, and V the speed in miles per hour.
The formula makes the elevation a fundamental factor in determining the length.
.\ study of Fig. 7 will show that the elevation is only an incidental factor in determining
whether the length of spiral will be comfortable, and it would seem more logical to
consider directly the factor which governs the comfort in going into a curve. A some-
what similar statement was made by Talbot* as follows: "The rate of attaining the
superelevation is sometimes given as the governing consideration, but in reality this rate
is governed by the speed." The e.xperience of most workers in the field of ride comfort
is that the rate of change of the acceleration (lateral in this case) is an indication of the
comfort in the lower frequency ranges. The term "Jerk" value has been aptly applied
to this quantity and it is expressed mathematically as — ^in g/sec. This quantity has
been found to be a better criterion of comfort in the low ranges of frequency than the
acceleration. The principal difficulty here is determining if the acceptable ranges of
"Jerk" determined by the tests referred to will apply to the type of condition we have
here presented, as no observer comments were obtained on the transition curves.
In Fig. 7-b the vertical elevation y is shown diagrammatically along the length of
the curve, changing at a uniform rate in the transitions (period t,) and being constant
in the circular part of the curve (period ti). The vertical velocity (dy/dt) is shown in
Fig. 7-c, and it should be noted that theoretically the vertical velocity changes instantly
at the point of spiral from zero to some finite constant value which is specified in the
ARE.\ Manual"^ as not more than 1% in/sec, a relatively low velocity. Of course, there
will not actually be a "corner" in the rail as shown in Fig. 7-b, and there will not be
an instantaneous change of velocity to a constant value, but at least here is a place where
a vertical bump might be expected under some limiting conditions. Reference to Fig. 7-d
shows that at this same point of spiral there is theoretically an infinite vertical accelera-
tion because of a change of velocity that occupied an infinitely small length of time
after which the acceleration is zero, until the end of the spiral is reached because the
vertical velocity is constant, a condition that supports the previous statement that the
rate of change of the vertical elevation is only incidental. If there is no vertical accelera-
tion in the spiral no sensation of discomfort is apt to be present. The rate of change
of acceleration (Fig. 7-e) is similar in form to that for the acceleration.
The point of spiral and point of curve is thus seen to be a possible source of a ver-
tical bump. Some evidence of this was found in the only test where vertical acceleration
was measured, but the data were not conclusive. In the track there is some easement
because sharp changes cannot readily be put into the stiff rail and a given spot is passed
i
Passenger Ride Comfort on Curved Track 149
by only one wheel at a time, giving the truck and body opportunity to cushion the
effect of the change in elevation. However, it is evident from analytical reasoning and
practical experience that consideration must be given to the slope of the track in the
spirals to prevent too sudden a change in the vertical position of the equipment where
the spirals are short.
The previously mentioned report' by J. C. Loach and M. G. Maycock presents
results of riding tests on curves on English railroads and has used somewhat similar
methods to those used for the tests here reported. They, however, recommended a maxi-
mum rate of change of elevation of 2% in per sec as compared to the AREA of 1^4 in
per sec, and their formula for minimum length of spiral is
LraXn—O.bS EV (11)
which is only a little more than half the minimum length given by the AREA formula.
However, they say that the value 2J4 in/sec should be decreased for the larger elevations
and prefer designs giving at least IJ^ times the length of spiral specified as minimum.
They also require that no vertical slope greater than 1 in 300 shall be used in the spiral,
that requirement prevailing over the formula when the formula indicates a steeper slope.
2. Test Results
The relations between some of the pertinent factors concerning a car traversing a
curve were discussed in Sec. D. The spiral easement was shown to be an important part
of a curve for promoting ride comfort. The observers on the tests were instructed to
note only their sensations during the passage over the circular portion of the curves but
the records being continuous gave a record of what happened to the car in the spirals.
This information was used to determine the rate of change of the acceleration in the
spirals. The rate of change of acceleration has been shown to be a measure of comfort
for types of acceleration similar to that encountered in passing through the spiral. The
lateral acceleration must change (during the time of passage through the spiral) from
zero on the tangent track to the constant value given by the circular curve. (See Fig. 7a) .
The rates of change found in some of the tests are plotted in Fig. 39 with respect
to the frequency of occurrence of various magnitudes of rate of change. Data from six
tests on five railroads are given. The test track on the KCS and the L&N was through
rough territory with many sharp curves, with little room for transitions in many cases.
The CMStP&P, CB&Q and AT&SF test track was high-speed track with light curves,
mostly under 3 deg and longer transition curves. From the diagram it can be seen that
the KCS and L&N had the greatest number of curves in the O.OlOg per sec group, 31
percent and 37 percent, respectively. There were an appreciable number of curves up
to 0.040g or O.OSOg per sec. One curve had a rate of 0.12Sg per sec on the KCS. This was
a 4 deg with S in elevation and a llS-ft spiral. The speed was 63 mph, corresponding
to a calculated unbalance of SYz in. The speed for a 3-in unbalance would be 55 mph
(AREA formula).
The other tests have a large percentage of the curves in the 0, 0.005, 0.010, and
0.015 groups and very few over 0.025g, except for the high-speed test on the Milwaukee
v/here curve speed limits were considerably exceeded as a test condition.
Previous discussion had indicated the possibility of a bump at the start and finish
of the spiral where the upward velocity changes from zero to some finite value. Records
were taken of the vertical acceleration for the L&N tests, and some indication was found
of such a rough spot in some of the curves with very short spirals. However, the general
vertical vibrations in this car were of considerable amplitude and made it difficult to
ISO Passenger Ride Comfort on Curved Track
determine the exact cause of any increase at a given location. This test was the only one
in which vertical accelerations were taken, and the evidence is not such as to permit
definite conclusions to be made.
3. Discussion and Recommendations
The above data rIvc no direct information on how the degree of sensation in the
spiral is related to the rate of change of acceleration. Tests were reported in the paper
by Loach and Maycock' where this relation was directly observed on the spirals them-
selves and the data are shown in Figs. 8 and 9 of their report. However, these figures
are in terms of Rate of Gain of Deficiency, and the rate of gain of acceleration was not
apparent. Correspondence with Mr. Loach developed the fact that the acceleration was
a recorded value, and he very kindly furnished copies of the two figures involving tests
on curves 1 to 14 in which the recorded acceleration scale is shown. These diagrams are
shown as Fig. 40. The unbalance (cant deficiency) shown in the report is evidently an
equivalent value calculated from the measured acceleration rather than an unbalance
calculated from the speed, curvature and elevation. The curves 1 to 14 were lined and
surfaced before the tests and gave much more consistent results than another set not
shown here that were not worked over. The results for the tests on the other curves
are given in the report on the British tests.
The sensation numbers used by Loach and Maycock were similar to those in this
report in the lower ranges, but a somewhat more detailed gradation was used for the
higher ranges. Sensation zones for the British tests and the AAR tests have been given
and their possible equivalence discussed and shown by Fig. 38 in Sec. D. Since such
sensations are not distinguishable with a fine degree of accuracy, the practice has been
in this report and others, including MeisterV, to class a given sensation as a zone and
use the numbers to define the boundaries of the zones rather than to regard the sensation
as a definite number, except as representing an average for a group of observers.
Reference to the legend in Fig. 38 and to Fig. 40 indicates that a rate of gain of
0.04g/sec corresponds approximately to an index of 2.00, which is classed as noticeable.
Loss of acceleration seems to be less disturbing, so the entering of the curve appears to
be the governing factor. If we allow for the variability by taking the edge of the belt
of data, a value of 0.03g/sec would allow a factor for imperfect conditions. This rate
can logically be taken as an upper limit for establishing the minimum length of spiral
based on the factor which generally determines the comfort in the spiral portion of
the curve.
The AREA Manual" establishes the minimum length of the spiral by the equation
L„,„=1.17 £aF (10)
where jBa is the actual elevation on the curve in inches and V is the speed in miles per
hour. As previously discussed the elevation is an incidental factor and important only
when it reaches certain limitations which lead to very short spirals. Since we have
previously established the acceptable maximum of the steady acceleration on the circular
curve as O.lOg and have above found that an acceptable rate of attainment of that
acceleration is 0.03g per sec, the length of the spiral can be defined directly in terms
of the factors involving comfort and speed.
The minimum time which can be used to attain the 0.1 Og acceleration with a reason-
able degree of comfort in passage of the spiral is
O.lOg
0.03g/sec —3-3^ sec
Passenger Ride Comfort on Curved Track 151
This period is required irrespective of degree of curve, elevation, or speed.
If V is to be expressed in miles per hour
5280 ft V
i.„.=: 3.33 sec X 3600 sec
imin (in feet) = 4.88 F (12)
The British report gives the minimum length as
imln = 0.6S£F (11)
which is slightly over one-half the minimum length as compared to the AREA formula.
The recommendation is made in the British report, however, that at least IJ/2 times the
formula value should be used where possible.
Attention should again be called to the fact that use of the formula Z,min;= 4.88 V
assumes that the speed on the curve is sufficient to give O.lOg acceleration on the cir-
cular curve. This acceleration is approximately the amount found with a calculated 3-in
unbalance for the cars with the larger amounts of roll. The fact that a constant period
of time is needed for attainment of a given acceleration results in a considerable dis-
agreement with the AREA formula in the requirements for spiral lengths in some cases.
Light curves of small elevation require short spirals by the application of the AREA
formula, but logical reasoning would lead to the conclusion that the acceleration the
passenger feels depends on the unbalance present rather than the elevation in the track.
Carrying this illustration further, a 1-deg curve with no elevation could be run at 65 mph
with 3-in unbalance, but the AREA formula would indicate that no spiral is necessary.
Of course this is absurd, but it is apparent that it must be decided at what point the
values of the AREA formula become acceptable on the basis of comfort. The following
examples will illustrate relative values by the two methods.
Assume a 1-deg curve with 1-in elevation and 3-in unbalance based on 60-in gage
(75 mph).
AREA Z,n,i„=1.17X IX 75 = 88ft.
Proposed formula, Z,„,in = 4.88 X 75 = 367 ft.
The distance of 88 ft at 75 mph is covered in 0.7 sec, which seems a rather short time
to acquire an acceleration equivalent to 6-in unbalanced elevation if the car did not roll.
Assume a 3-deg curve with 3-in elevation and 3-in unbalance (54 mph).
AREA Z,m,„=:1.17 X3 X 54 =189 ft.
Proposed formula, Lmm = 4.88 X 54 = 264 ft.
The relation has gone from about 4 to 1 in the first example to about 1.4 to 1 in
this case.
Assume a 5-deg curve with 6-in elevation and the same 3-in unbalance (51 mph).
AREA Z,n,i„=l.l7X6X 51 = 357 ft.
Proposed formula, Z-mm = 4.88 X 51 = 249 ft.
In this last example the minimum length required by the AREA formula exceeds that
dictated by the comfort relation.
The proposed formula may also be helpful in determining a comfortable speed on
the basis of the spiral where short spirals must be used rather than by the unbalance on
the curve.
In the case of equipment that has been found to be able to use a greater amount of
unbalanced elevation because of less roll on the curves, the unbalanced elevation cal-
152 Passenger Ride Comfort on Curved Track
culated from Eq. Q involving the roil an^le can be used rather than the usual 3-in calcu-
lated unbalance to obtain a larger value of V that will still have a suitable degree of
comfort.
The values of rate of change of acceleration on several railroads have been shown
in Fig. ^o and are of interest in connection with the above di.scussion. The rates of change
shown are comparable to the O.O.^g/sec limitation given above. Where curvature was small
the rates were below the recommended maximum, but where the territory was rough and
curvature sharp it was often exceeded. It is apparent that the recommended limit is such
that it will include much of the present practice e.xcept in extreme cases.
One undesirable practice observed in some cases is the running of the elevation into
the tangent. This is sometimes done for very short spirals where the elevation is large to
keep within a reasonable rate of gain of elevation or where there is no spiral and one-
half the elevation is provided in the tangent and the other half on the curve. The effect
of this is illustrated by the sample record shown in Fig. 14.
It is seen that a reverse acceleration with respect to that within the curve is obtained
ahead of the curve and following it, and the passenger is jerked rapidly from one side to
the other. This effect was quite noticeable to an observer. It was often difficult to tell
when the circular portion of the curve was being traversed, but the jerk at each end Was
definitely rough. Generally, this reversal will give a steeper slope to the acceleration curve
(greater rate of change of acceleration > than would be obtained if the elevation was only
in the spiral. A spiral should be provided, even if necessarily short, and all of the eleva-
tion should be added within the spiral to avoid this reverse acceleration. A reduced speed
may also be required if the spiral is so short as to produce difficulty in the vertical
adjustments in the equipment in gaining the elevation.
It is believed that the above spiral formula based on tolerable comfort conditions
will be of aid in judging the suitability of conditions where the best practice cannot or
has not been followed rather than as a design formula. It is a limiting condition that will
be tolerable, but good practice will be to use longer spirals where possible. Speed limita-
tion can also be adjusted by this formula when the comfort for the curve is determined
by the length of the spiral rather than the unbalance on the curve.
Under certain conditions, such as in a short spiral to a curve with considerable eleva-
tion, the rate of attainment of elevation may become a matter of prime importance, and
the formula should be disregarded. In short spirals the length of a passenger car is com-
parable to the length of the spiral, so one end of the car will have considerable elevation
before the other leaves the tangent. Since data arc not available in these tests as to a
suitable limit for slope in the spiral to give satisfactory conditions on our equipment,
our judgment for the present must be based on present practice found satisfactory. One
of the examples previously given on the KCS where the rate of change of acceleration
was 0.12Sg/sec for a speed that gave SJ^^ in calculated unbalance would have a rate of gain
of elevation of 3.97 in/sec. The ride on this curve was in the uncomfortable range.
For a calculated unbalance of 3 in (ARE.\ formula) the maximum speed would be 55
mph and the rate would be 3.18 in/sec. It is apparent there arc many curves having rates
much higher than the 1% in/sec of the ARE.'X formula. The proposed formula would
indicate a minimum spiral length for 55 mph of
Z,„,„zz:4.88X 55 = 269 ft
which is more than twice the actual length of 115 ft.
The British report recommends a maximum rate of gain (or loss) of 2^ in/sec, with
a further stipulation that the slope shall never be greater than 1 in 300, but would prefer
Passenger Ride Comfort on Curved Track 153
to use lj/2 in/sec and slope of 1 in 450. The slope in the above quoted example would be
5 in. in 115 ft, or 1 in 276, a slightly greater slope than the maximum British limitation.
F. CLEARANCE REQUIREMENTS
1. Analytical Discussion
a. Clearance Calculations
The determination of clearance requirements on railroads is a matter of great
importance and considerable complexity. Some of the older railroads in the heavily
built-up regions have clearance limitations carried over from early construction that
would be very expensive to eliminate. As a matter of safety it is necessary to determine
what equipment may be sent over a given line and the speed at which it may be run.
Also, in the case of freight shipments of large size a decision must be made in regard to
acceptance and routing. Clearances on tangent track present little difficulty and may be
calculated with good accuracy. The calculations with respect to curved track require
assumptions which have not heretofore been experimentally checked under dynamic
conditions.
The advent of the modern type streamlined passenger car with its greater spring
travel, higher speeds and other changes in design has in some cases caused trouble and
has increased the need for more definite information concerning certain factors in regard
to validity of clearance calculations. Some large freight cars with greater height may
require clearances as great as the relatively longer passenger cars, and specially large
shipments are often a problem.
The calculation of clearance requirements for passenger cars involves the following
factors:
1. The width of the car.
2. Overhang at end of car due to the curvature.
3. Overhang at middle of car due to the curvature.
4. Lateral play in truck parts and play between wheel and rail.
5. Displacement of the car body due to track elevation, tilting on the springs, and
swing hanger movement resulting from unbalanced elevation at various speeds.
6. Allowance for variations in track center spacing and for the effect of track
irregularities.
All these factors except 5 and 6 can be readily determined from the geometry of the
parts or by direct measurements in the shops and will not be discussed here except
incidentally.
Factor No. 5, the lean of the car body, was one of the measurements taken for the
ride comfort tests, and that data have been analyzed to give information regarding the
calculation of dynamic displacement values. A formula has been proposed* that
involves the static lean of the car as one of the factors in determining the displacement
or throw under running conditions. To check the validity of this method of calculation,
static lean tests were made on all but two of the cars tested for ride comfort. The results
of these lean tests will be given later.
The proposed formula previously mentioned for calculating the throw of the car body
on a curved track is
T=CV'D (13)
154 Passenger Ride Comfort on Curved Track
where
T r=: Horizontal throw in feet, measured from the position at rest on the curve
to position taken at speed V.
V = Speed in miles per hour.
D = Degree of the curve in question.
C = A constant involving the measured lean of the equipment.
The constant C is defined by the formula
C ^ (14)
where
L = Horizontal displacement of the car body in feet, measured from a perpen-
dicular to the plane of the rails (the lateral play is included in this value).
Ve = Equilibrium speed for any curve in question.
It is recommended in the reference that the lean be measured for an elevation of one
rail of 6 in.
Since D, the degree of curve, occurs in the expression for both T and C, the formula
can be simplified by substitution for C
L V^D _ ( V Y
T T/ 2r) X J \ Fe /
Also from Eq. 1
Fe^ = -
D X 0.00070
In this case £r =: £a for the particular curve and
£a
^* — DX 0.00070
and
D X 0.00070
Substituting
_ / £a + -Eu \ 0.00070 £> _ / E^ + Exj \
^ — ■^Ko.ooojod)^ £a —^\e^ )
p
T-=L-sr-{ETi in this case is the required elevation for equilibrium at speed V) (IS)
■Ca
It should be borne in mind that this throw, T, is measured from the position of the
car "at rest" on the curve. If Eq. IS is to be used for curves with elevations different
from those for the static lean tests, an interpolated value of L must be used, and this
new "at rest" position used as the base for obtaining throw of T under various dynamic
conditions. It is evidently intended in the committee report* to prorate the lateral play
for various elevations, and this assumption will generally not cause much error.
A simpler and more easily used procedure would be to determine from the lean
tests the displacement L for the unbalanced elevation, positive or negative with respect
to the normal to the plane of the track. That is, the displacement R due to roll will be
Passenger Ride Comfort on Curved Track ISS
R = L-^- (R also includes a proportional amount of lateral play) (16)
■Cs
where Es is the static lean test elevation and would preferably be considered of positive
sign. This then is the displacement due to roll and lateral play from the perpendicular
to the plane of the inclined track and can be added to or subtracted from the other
displacements according to an assumed convention of signs. If displacement inward of
the curve is negative, a negative £u will increase the lean inward and vice versa. The
displacement due to the track elevation would be negative by this convention.
The lateral play may reach an appreciable amount. A listing of this play from the
American RaUway Car Institute indicates a total of 4^5 in is possible where all the
play is taken out in one direction. It is stated that the values of play listed below are
used jointly by the Institute, the Budd Company, Pullman, and American Car and
Foundry.
Center plate to center plate /4 ii^
Bolster to frame 2% in
Pedestal liner to box ^ in
Inside of box ?^ in
Wheel to rail and wheel wear ^ in
Total 4^ in
The lateral play actually measured in the static lean tests was 0.69 in to 3.00 in.
The above values are evidently maximum allowable amounts.
Another assumption in the use of the equations above is that the effect of the unbal-
anced elevation in the static test which causes a lean inward of the curve is equivalent
to the effect of unbalanced elevation outwardly of the curve from the centrifugal force
under dynamic conditions. In addition to any general average equivalence between the
static and dynamic case, allowance must, of course, be made for the effect of track
irregularities and oscillatory action of the car always present to some degree under
dynamic conditions. In a following article the running test data will be presented for
comparison with the static lean tests, so the suitability of the above proposed method
of calculating the lateral throw may be judged.
2. Static Lean Test Results
a. Measured Static Lean of Car Body
The first static lean tests were made on actual curved track, but this was found
to be inconvenient and an unnecessary refinement. For later tests the cars were run up
on oak shims of various heights placed under one side. Measurements were taken by
which the lateral displacement and car body roll could be determined. All measurements
indicated by letters in Fig. 41 were taken with the car sitting on level track, and the
wheel base and truck center distances were also measured. After these measurements
were taken the car was elevated to a height of 2 in and measurements. A, B, K, L and V
were made. These last 5 measurements were then repeated for the additional elevations
of 4 and 6 in. When oak shims were used to gain the necessary elevations, their height
was not measured until after the car was removed from the shims because the weight of
the car resting on the shims compressed them to slightly less than their original height.
Measurement B was taken level with the rail head and out from the edge of the
wheel. Measurements A, B, K, L and S are made at truck centers, while G, T, U and E
are taken at or along the wheels and axles. The height of the center plate was taken
from manufacturer's drawings of the trucks.
156 Passenger Ride Comfort on Curved Track
The lateral play displacement was determined from lean test measurements as
follows:
U W
Lateral play displacement (inches) = {B + -^ cos oc) — (K sinoc -\- o ) (17)
where cc (degrees) = track angle = sin "^ 5^ —
60
P (degrees) = car angle .:= sin "^
The displacement due to roU of the car is calculated by multiplying the distance from
the center plate to the eaves by the sine of the track angle cc minus the car angle P.
Expressing this as an equation
Roll displacement =r Sin (cc — /3) (Eaves height — center plate height) (18)
where eaves height = L (on level track and all values are given in inches)
The sum of the lateral and roll displacements at the eaves is later correlated with
the displacements obtained from the running tests. The lateral displacement used for
any particular curve on the running tests is the same as the interpolated lateral displace-
ment from a lean test where the elevation on the lean test is equal to the calculated
unbalanced elevation for that curve on the running test. For example, if a car has a
calculated unbalanced elevation of 3 in, the lateral displacement was taken to be equal to
the lateral displacement on a static lean test where the elevation is 3 in.
The results of the static lean tests are given in Table 3. All displacements in this
table are converted to a common height of 10 ft for the purpose of direct comparison.
The lateral displacement due to the play and swing hanger movement is given for each
elevation, the lateral displacement due to roll of the car body, the angle of roll and the
total displacement due to both. The lateral for the 6-in elevation is from about 0.6
to 3.00 in for the several cars, and the roll displacement about 3 to almost 6 in, the
CB&Q dome car being low in both instances. It also had a small roll angle, 1.4 deg.
Three values of total displacement over 7.00 in are shown, these being the KCS, AT&SF
without a roll stabilizer, and PRR cars. The dynamic tests indicate the KCS car should
have shown more displacement in the static lean test. The AT&SF car of this type
normally uses a roll stabilizer, and when a similar car having the roll stabilizer was
tested the displacement was only 4 in. The greatest roll angle was about twice the least
in the static tests.
b. Correlation of Static Lean with the Dynamic Car Roll
The roll of the car body is the difference between the inclination of the track and
the inclination of the body of the car. The position of the body with respect to the
vertical, as previously discussed, was measured in the running tests by the gyro and
recorded graphically. This angle can be used to determine the displacement due to roll
if we know the elevation on the curve. This method of determining the displacement
due to dynamic roll does not include the lateral displacement due to play in the parts.
If this lateral play were added to the displacement due to roll, the displacement under
static and dynamic conditions can be compared. This has been done in the manner
previously described for most of the tests, and the results plotted in Figs. 42 to 50, incl.,
with respect to the calculated unbalanced elevation. The maximum amount of the lateral
was taken from the measurements for the greatest elevation in the static tests and
Passenger Ride Comfort on Curved Track 157
prorated relative to the calculated unbalanced elevation. It should be borne in mind,
as previously discussed, that the accuracy of the calculated unbalanced elevation is
dependent on the correctness of reported elevations and curvatures on the track charts.
The static lean tests are plotted as negative unbalances, since there are also negative
unbalance values for some of the curves in the running tests. The car body displacement
is inward for negative values of unbalanced elevation.
Inspection of the diagrams for the several tests show various degrees of correlation.
The objective is to determine whether the static lean test will indicate with sufficient
reliability the displacement for any given dynamic condition. To be so usable a straight
line through the origin of the coordinates should represent the average slope of both
the static and dynamic test values. The dynamic values, of course, are more numerous
and can be expected to show more range of variation because of track irregularities,
dynamic oscillations of the car and any inaccuracies in the data on the track plans.
The best correlation is shown in the diagram for the high-speed tests on the Mil-
waukee (Fig. 49), where the points for the static and dynamic tests lie quite close to
the average line. Thus the displacement indicated by a 3-in static lean would be 3.4 in
at the eaves and the same 3.4 in. in the other direction for 3 in unbalance when running,
with about ± % in range in the displacement from the average in the running test.
The static lean tests were made in the morning and the running tests in the afternoon
of the same day. The runs were made over about 50 miles of track on which some
of the curves had been checked and relined just previous to the test and a wide range
of speeds was used. The test car was also placed between two similar cars in the train.
In most of the other tests a considerable period elapsed between the static and dynamic
tests, and the test car was in most cases next to the head-end equipment or other dis-
similar equipment. These conditions increased the likelihood of differences in the manner
of action of the car for the dynamic and static tests.
Also plotted as crosses on the Milwaukee diagram are values of throw T calculated
from Eq. 16, using as the origin of plotting the prorated static lean position for an ele-
vation E\, for the curve in question. It is seen that the correlation for all the points is
quite good. The quality of the correlation can be expected to be somewhat similar to the
correlation obtained for the test points which is partially dependent on the accuracy
of the track data.
The displacements for the PRR car are given in Fig. 50 and show good correlation
with an average line, and a 3-in unbalance gives about 4.0-in displacement with about
± 1 in scatter from the average line. Two sets of points are plotted for the PRR static
lean tests that represent the displacements for the stub and vestibule ends of the car.
The displacement was considerably greater at the stub end (about 1^ in difference due
to roll only for 6-in elevation) than the vestibule end. The springs on the vestibule end
were almost % stiffer than at the stub end, and this is probably the source of the
difference. This difference in roll displacement would involve a twisting of the car body,
giving a relative movement of 1^ in at the eaves between the center pins. It is seen
that the lean displacement values for the stub end lie nearest the average line for the
dynamic values. Apparently the dynamic action corresponds more nearly to the results
for the softer springs, and it would be safer to assume the greater clearance was needed
as indicated by those values. The limit of travel on the bolster was also reached between
4 in and 6 in elevation at the vestibule end in the static test, which may have had
some effect in reducing the lean at that end at the 6 in elevation.
The Burlington dome car, Fig. 43, showed fair correlation and had low values of
displacement as indicated by the steeper slope of the average line. There was also some
158 Passenger Ride Comfort on Curved Track
scatter in the dynamic values. The lower static elevations had greater than propor-
tional displacements, probably due to the lateral play being taken up at the lower ele-
vation. Using the average line, a 3-in unbalance would give only about 2.3-in displace-
ment at the 9-ft 8-in eaves, but there is almost ± IJ^ in scatter which should be
considered in calculating clearance requirements.
The Santa Fe car with the roll stabilizer shows a dynamic lean of 2.2 in for 3-in
unbalance, with good correlation for the dynamic values and the static values. The
same car without the roll stabilizer had 4.0-in displacement for the 3-in unbalance, and
also had good correlation with the static lean displacements, though for some reason the
static roll angle was not as large as expected. A 3-in unbalance would give about 4-in
displacement, and the scatter is about ± 1 in.
The New Haven car (Fig. 48) with outboard swing hangers gave excellent per-
formance in going around curves as judged by criteria previously discussed. There was
little roll and a correspondingly smaller lateral acceleration. The displacement correlation
with the lean test, however, is not as good as some of the others. There are few dynamic
values greater than 3-in unbalanced elevation, and the points have about ± 1 in range
in displacement. The displacement at 3-in unbalanced elevation is only 2.65 in. The static
lean points are not linear, the lower elevation having a lesser displacement relatively
than the higher elevations. Such a relation could be due to the fact that all the lateral
had not been taken up at the lower elevation and possibly not at the maximum of 5.88
in, since the static displacement at that elevation is less than the value from extrapolation
of the average line for the dynamic values. A considerable time had elapsed between
the running and static lean tests, so it is possible that the car was in a somewhat differ-
ent condition for the two tests or that some restraint was present under the static condi-
tions that prevented as much displacement taking place as when the car was in motion.
The two DL&W cars, which were quite similar except that one had inboard and
the other outboard hangers, had shown some scatter in previous plotting. The speeds
were low, few points being over 3-in unbalance and about three-fourths of them below
2-in unbalance. The diagrams for displacement have similar characteristics. The two
sets of static lean test points lie on a line (except one) which goes about through the
middle of the spread of dynamic values. One static lean point, the 6% -in elevation on
the inboard hanger car, has too small a displacement to lie on the line with the other
two points as if some binding or restraint had prevented full roll for the highest elevation.
The outboard hanger car had 3.2S-in displacement at 3-in unbalance and the inboard
car 3.75 in. These two cars had previously shown similar action as judged by the criteria
used in Table 2. The stiffness of the bolster and equalizer springs was greater on the
inboard hanger car than on the outboard hanger car.
A characteristic of the recorded acceleration that may have some bearing on the
lack of uniformity of the results was the reverse acceleration prior to entrance of
numerous curves on the DL&W as would be caused by running the elevation onto the
tangent. This practice is generally unnecessary, and it is usually better from the stand-
point of comfort to use a steeper slope in the spiral and keep the tangent level trans-
versely. The jerk from the reversal of the acceleration at entrance and exit of the curves
was much more noticeable than the acceleration within the curve. The rate of change
of acceleration during the reversal of acceleration is generally greater than the rate within
the spiral itself if the elevation was placed only in the spiral. Evidence was presented
in Sec. E — Transition Spirals, showing that comfort is dependent on the rate of change
of acceleration in the spiral. There is probably also an additional discomfort due to the
passenger being forced first one direction than the opposite.
Passenger Ride Comfort on Curved Track 159
The Kansas City Southern test covered a good range of speeds, and the car showed
considerable roll. The plotted points for the dynamic tests have a good grouping around
the average line. The static lean test on this car was the first one made, and the car was
tested on 2 curves with about 6-in elevation, but no intermediate elevations were avail-
able. The displacements in the two tests with the 6-in elevation fall considerably short
of corresponding to that indicated by the average line of the dynamic tests. The only
explanation that can be offered is that there was some jamming in the truck parts that
restricted the full roll in the static test which would otherwise have been large, but the
vibration in the running tests kept the jamming from taking place. The average line
indicates a displacement at the eaves of about 4.5 in for a 3-in unbalance.
All the diagrams for displacement shown above are with respect to the eaves or
critical point for the given car. The heights of this point were from 9.5 ft to 11.2 ft above
the top of the rail. The static lean values given in Table 3 were corrected to a common
height of 10 ft. It should be borne in mind that the displacements plotted in the above
mentioned diagrams include the lateral play as found in the static lean tests in addition
to the displacement due to dynamic roll. The lateral play was prorated according to the
calculated unbalanced elevation. The play varied considerably in the several cars.
3. Discussion and Recommendations
The foregoing discussion and data indicate that there is a reasonable correlation
between static and dynamic roll and that the static lean tests can be used for estimation
of clearance requirements if the tests are properly made and some judgment applied to
the use of the lean test results. It does not seem safe to rely on the results of a single
elevation, however. The reported tests show that it is possible to get a result from a
single test that could lead to erroneous conclusions if running tests were not available.
It is also evidently necessary and logical to add to the deflection from the average line
the clearance allowance that would be necessary because of the effect of track irregularities
and car oscillations. A survey of the gyro records for the tests was made to determine
the clearance allowance that would be necessary because of the effect of track irregularities
and dynamic action of the cars under normal operating conditions. It was quite evident
that the variations in the roll were dependent to a large extent on speed, though some
cars showed less roll variation than others. Under 60 mph the variation in roll was
generally not over ± 0.5 deg. Up to 90 mph variations of ±1.0 deg were usual, and
on the high-speed Milwaukee run the roll variations were ±2.0 deg at 110 to 112 mph.
The curves had about the same amount of variability as the tangent. It will be necessary
to allow corresponding clearance for these variations in roll.
All the tests here reported were made with cars in normal operating condition.
After all the normal clearance requirements are added together to give what might be
termed a minimum value, it is, of course, necessary to add an allowance for abnormal
conditions, such as a broken spring.
The lean test procedure as used for the later tests was relatively simple and usually
took only about one-half day for three elevations. There has been some discussion of
provision of facilities for such tests by the AAR at its Research Center or at some
central terminal location. Data of this nature would also be of value for some freight
equipment and locomotives.
160 Passenger Ride Comfort on Curved Track
G. CONCLUSIONS
1. Ride Comfort on Circular Curves
The present basis for speed limitations on curves and curved track design practices
were established considerably before the advent of the present streamlined passenger
equipment with its increased operating speeds and modern design. These limitations
were based on analyses and practical experience, but there has been no experimental data
to check their suitability either past or present. The tests here reported are for the
purpose of checking the present suitability of these practices and establishing a logical
scientific basis for future use.
Since it was found that no experimental data were available on what constituted
a good or bad ride for this type of acceleration in terms of definite physical quantities,
it was necessary to establish such a correlation by direct observation. This was done by
the use of observers in two sets of tests to measure the lateral acceleration and passenger
sensation of comfort. This relation, which is shown in Fig. 8, was quite definite and can
be used as a basis for ascertaining ride comfort in equipment tests by instrumental
readings only. The tolerable acceleration for a reasonable degree of comfort was found
to be O.lOg, with some allowance for variability of track and equipment. This acceleration
corresponds to a Ride Index of 2.00, which is the threshold of the Strongly Noticeable
zone of comfort and limit of the Noticeable zone.
The tests also showed that the passenger was getting much more acceleration than
the calculated unbalanced elevation indicated should be present. Measurements of the
angular position of the car body showed that the body rolled enough to counteract the
beneficial effect of the track elevation, and in some cases the body was almost vertical.
This roll was a prime factor in the comfort on curves, and the test program was planned
to include such features as would be most likely to affect it. The tendency to roll is
promoted by the softer, long-travel, modern springs and some features of swing hanger
design, but the softer springs are an important factor in obtaining satisfactory vertical
ride and will undoubtedly continue to be used. The following features were found to
control the roll to about an equal extent.
a. Outboard swing hangers. They in effect establish a broader base of spring support
on the car body and have other desirable advantages.
b. Roll stabilizers. The action of the stabilizer is to equalize the bolster spring deflec-
tions, and they do so effectively. However, the stabilizers complicate the design of the
truck and require additional maintenance.
c. Stiffer vertical springing. This will give poorer vertical ride and can only be applied
for partial correction.
Table 2 compares the various cars by several methods and indicates the effectiveness
of these various features.
The cars may be rated as to their abiUty to go around the curves with a suitable
degree of comfort on the basis of their roll. A simple equation involving the roll angle ©
for 3 -in unbalance and £cu the compensated unbalanced elevation
E -( '-^^)3 (9)
'^-- ^3 + 60sine/-^
is proposed for this purpose. The speed for a given curve may then be calculated from
this value of Ecu. Since it is generally not feasible for each road to make running tests,
a simple lean test may be used to obtain the roll angle as it was shown that the static
lean test values usually agreed fairly well within the average dynamic values on the basis
Passenger Ride Comfort on Curved Track 161
of the calculated unbalanced elevation, £u. The static values tend to be a little less than
the dynamic values in some cases, and it would seem best to use a small factor of safety.
It was recommended that at least three elevations, 2, 4 and 6 in, be used in the static
lean tests so it can be judged if all lateral play is taken up and if the car body is moving
freely. Use of a still larger elevation and readings on the return may also be advisable
in view of some discrepancies previously mentioned.
The table of recommended speeds in the Manual is based on an unbalance of 3.00 in.
This unbalance is suitable for the cars with the larger amounts of roll, but some cars,
as shown in Table 2, can maintain the same degree of comfort for over 4.00 in unbalance
and their speed can be increased somewhat.
The AREA Manual table of recommended speeds has been calculated from the
formula
£r = 0.00066 Fe'Z) (1)
Considerably better correlation was found between the calculated unbalanced eleva-
tion and the test values using the formula
£r = 0.00070 V,'D (2)
It is recommended the table be recalculated on this basis.
2. Transition Curves
The transition portions of a curve are very important to the riding comfort; too
short a spiral can be uncomfortable. Records of the lateral acceleration gave data for
obtaining the rate of change of acceleration in the various tests. No direct observations
were made by the observers of comfort in the transitions but data from British tests'
were available and show good correlation with the rate of change of lateral acceleration
in the spiral. A rate of 0.03^ per sec was selected as an acceptable maximum for reason-
able comfort. This corresponds to a ride index of 2.00 (British tests) noticeable, using
the upper edge of the band of the plotted points to allow for variabiUty. This rate is
the factor that governs the comfort within the spiral and can be used to define the
length of the spiral directly if an upper limit of the steady acceleration such as O.lOg on
the circular portion of the curve is established. The combination of these two limits of
toleration gives the equation
I'mln=:4.88F (12)
where imm is in feet and V in miles per hour. The above assumptions must be met to use
the formula correctly or the equation coefficient adjusted to fit other assumptions. The
basic consideration in this formula is that the comfort in the spiral is primarily dependent
on the amount of the unbalance (lateral acceleration) and its rate of change in the
spiral. With these factors determined, a constant period of time is indicated for passage
of the spiral under all conditions. The speed, elevation, and curvature are incidental to
this requirement. An application of the AREA formula to a curve with no elevation
indicates that no spiral is needed. This result is obviously incorrect, but it is apparent that
similar application of the AREA formula to curves with small elevation may lead to
designs of spirals that have insufficient lengths. This is illustrated in the examples given
in Sec. E, Art. 3. It is seen there that on a 1-deg curve with only 1-in elevation, the
spiral indicated by the AREA formula is only one-fourth that dictated by comfort
considerations. Where the curvature was 5 deg and elevation 6 in, the AREA formula
indicated a greater length than the minimum comfort requirement. In view of the
162 Passenger Ride Comfort on Curved Track
importance of these conclusions it would be desirable to obtain more extensive data on
the tolerance rate of change of this type acceleration than is at present available.
Fig. 39 indicates that a rate of change of 0.03g per second is a realistic value. This
is obtained in everyday practice and exceeded on an appreciable number of the curves.
The design of curves and speed restrictions where this rate is exceeded, could well be
looked into for improvement of the ride.
One very undesirable condition that was observed on a number of curves was
reversal of the lateral force on the entrance and exit portions of the curves, as shown
in Fig. 14. It was judged that this resulted from carrying the elevation onto the tangent.
This reversal will generally result in a greater rate of change of acceleration than if the
elevation was all attained within the spiral and the passenger will be thrown one way
and then the other. The elevation should only be placed within the spiral, even if this
results in a short spiral. Speed reduction may be required for cases where the vertical
slope is beyond the limit required for vertical adjustment of the car to the change of
slope.
The rate of attainment of elevation was shown to be incidental to the problem of
spiral length except in very short spirals. In this case there is the problem of a possible
"bump" at the point of spiral where the vertical velocity changes from zero to some
constant value. The equipment must have a suitable distance to adjust to this change.
The British report sets a limit to steepness of slope in the spiral of 1 in 300. The data
in this report is not suitable for drawing conclusions in this matter.
3. Clearances
Information was previously lacking on the dynamic roll of passenger cars, and it was
desirable to relate this roll to clearance calculations for modern cars. Static lean tests
made on nearly all the cars were correlated with this roll under operating conditions.
Most of the tests indicated that there was good correlation of the static and dynamic
tests on the basis of calculated unbalanced elevation. This unbalanced elevation was
obtained by the revised formula using 60 in instead of 563^ in for determining the
track angle.
The proposed formula
would be better revised to
T^Cm (13)
T = L^ (IS)
as discussed in Sec. F. The throw T is measured from the "at rest" position for the
elevation in question and it would probably be more convenient to refer the displace-
ment R due to roll to the vertical normal to the plane of the track by the equation
R^L-^ (16)
This is also discussed in Sec. F. Since the lean test measurements of throw or displace-
ment include the lateral movement due to play and bolster displacement this equation
distributes the lateral movement proportionately to the unbalanced elevation, £u, an
assumption that will have some error but is probably sufficiently close.
The discrepancies appeared to be due mostly to lack of freedom of the car to move
in the static tests or to the lateral play not being all out for the elevation used. For this
reason it seems essential that a least three elevations (2, 4 and 6 in) be used to judge
Passenger Ride Comfort on Curved Track 163
the validity of any static lean tests for this use. Consideration should also be given to
methods that may improve the accuracy of the static lean tests.
The results indicate that static lean tests can be used in conjunction with the cal-
culated unbalanced elevation to calculate that portion of the clearance that is required
by the roll of the car body under running conditions. Since the static lean values of roll
were in some cases somewhat less than the dynamic values, some moderate allowance
should be made where only static values are available.
A survey of numerous records for the variability of the car body roll in running
along the track showed that variations up to ± 1 deg roll occur at speeds up to 90 mph,
presumably because of variations in track, line, surface and elevation, and the dynamic
behavior of the equipment.
LIST OF REFERENCES
'American Railway Engineering Association — Manual, Vol. 1, Chapter 5, Part 3,
pages 9 to 11, incl.
" F. J. Meister — Sensitivity of Human Beings to Vibration — Forschung (V. D. I.
Berlin) May-June 1935.
"R. N. Janeway — -Vehicle Vibration Limits to Fit the Passenger, Society of Auto-
motive Engineers, March 3-S, 1948, Detroit, Mich.
* Effect of Wheel Unbalance, Eccentricity, Tread Contour and Track Gage on Riding
Quality of Railway Passenger Cars — Association of American Railroads, Chicago, (Un-
abridged Report) .
^American Railway Engineering Association — Manual, Vol. 1, Chapter S, Part 3,
page 1.
"A. N. Talbot— The Railway Transition Spiral, page 28, Art. 52.
' Joseph Charles Loach and Martin George Maycock- — ^Recent Developments in Rail-
way Curve Design, Proceedings, Institution of Civil Engineers, Vol. 1, Part II, Oct.
1952.
* American Railway Engineering Association Proceedings, Vol. 52, page 404 — Report
of Committee 28 — Assignment 5 — See also correction page XII.
" Herman Bleibtreu — Revolution in Modern Train Design — Part II — Railway Age,
March 29, 1954, page 12.
'"H. M. Jacklin and G. J. Liddell — Engineering Experiment Station, Purdue Univer-
sity, Lafayette, Ind.— Bulletin 44, May 1933.
164
Passenger Ride Comfort on Curved Track
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Passenger Ride Comfort on Curved Track
TABLE 2
VARIOUS VALUES INDICATIVE OF PASSENGER CAR PERFORMANCE
Dynamic Tests
Static Lean Tests
CUE
RI
Diff.
Roll
Lat.
Roll
Total
Railroad
Car
at
for
TA-CA
Angle
Displ.
Displ.
Displ.
Data
o.iog
3 in.
Degrees
Degrees
3 in.
3 in.
Inches
LA
CUE
for 3 in.
CUE
3 in.
Elev.
Elev.
Elev.
3 in.
Elev.
KCS
No
Stabilizer
2. 90
1. 85
2.4
2.4*
0. 98
2. 15
3. 13
CB&Q
Roll
4.30
1. 40
1.2
1.4
0.35
1.60
1.95
(Dome Car)
Stabilizer
AT&SF
Roll
Stabilizer
4. 20
1.45
1. 1
0.8
0.72
1.28
2.00
AT&SF
No Roll
Stabilizer
3.00
1.80
2. 1
1. 8
1. 18
2.63
3.81
DL&W
Outboard
4,00
1.47
1.7
1.4
1.23
1. 50
2.73
DL&W
Inboard
4.40
1.40
1.7
1.8
0. 96
2. 63
3.59
NYNH&H
Outboard
3.60
1.57
1.4
0. 9
0. 55
1.75
2. 30
NYNH&H
Inboard
3. 90
1.50
1. 5
NO LEAN T
EST
CMStP&P
1947 True
i 3. 20
3. 30
1.73
1. 66
1.3
1.8
1.4
1.50
1. 60
3. 10
PRR
Leaf
Springs
2.80
1.87
2.0
1.9
0. 61
2.87
3.48
L&N
Old Style
Truck
3.77
1.53
Not
Meas'd
NO LEAN T
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Rl - Ride Index
CUE - Calculated Unbalanced Elevation
LA - Lateral Acceleration
TA - Track Angle
CA - Car Angle
* - From Running Test
** - Special High Speed Test
Passenger Ride Comfort on Curved Track
167
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Passenger Ride Comfort on Curved Track
Fig. 1 — Lateral accelerometer amplifier and recorders.
Fig. 2 — Pen-writing oscillograph, amplifiers and gyro.
Passenger Ride Comfort on Curved Track
169
Fig. 4 — Burlington dome car elevated 6 in on one side for lean test.
170
Passenger Ride Comfort on Curved Track
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171
Fig. 6 - Forces on a Car Body Traversing a Curve at Equilibrium
Speed.
172
Passenger Ride Comfort on Curved Track
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Passenger Ride Comfort on Curved Track
173
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Passenger Ride Comfort on Curved Track
175
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Santa Fe — Roll stabilizer
Fig. 10 — Views of trucks on test cars.
176
Passenger Ride Comfort on Curved Track
"TB
Delaware, Lackawanna & Western — Outboard swing hangers
■r-^'
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Milwaukee — No swing hangers
Fig. 11 — Views of trucks on test cars.
Passenger Ride Comfort on Curved Track
177
New Haven — Outboard swing hangers
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Penns\ivania — Leaf spring
Fig. 12 — Views of trucks on test cars.
178 Passenger Ride Comfort
on Curved
Track
Lateral Acceleration
K
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K 10 SecH
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Car Angle with Vertical
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2*^04* Curve 5" Elevation 70 mph.
Fig. 1 4 Tracing of Records Showing Reverse
Acceleration at Entrance to Curve.
Passenger Ride Comfort on Curved Track
179
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Ride
Index
British Transport Connmission Association ot American Railroads
Equivalent Unbalanced
0 Elevotion-* q
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7
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Noticeable
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8.4
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11.6
Ride
Index
Equivalent to Measured Lateral Acceleration
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Ride Comfort Tests.
Passenger Ride Comfort on Curved Track
2G.'
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Role of Change of Lateral Accelerolion — "g" per Second
Fig 39- Rate of Ctionge of Acceleration in Spiral Transition Curves on Several Railroods
204
Passenger Ride Comfort on Curved Track
Fig. 40 Relation of Rate of Change of Lateral Acceleration to
Ride Comfort — Loach and Moycock.(7)
Passenger Ride Comfort on Curved Track
205
— Truck and Bolster Displocement
1 — Springs and Bearing Displacement
<^s Track Angle
p = Car Angle
e = Roll Angle
Center- plate
Fig. 41 Diagram of Measurements on Passenger Car Lean Test.
206
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Advance Report of Committee 3 — Ties
p. D. Brentlinger,
Chairman,
J. E. Armstrong, Jr.
C. S. Burt
W. J. Burton
G. B. Campbell
C. M. Coates
E. L. Collette
B. S. Converse
R. L. Cook
R. W. Cook
B. E. Crumpler
L. P. Drew
H. R. Duncan
T. H. Friedlin
A. K. Frost
F. J. Fudge
W. E. FUHR
R. F. Garner
L. E. Gingericii
C. L. Heimbacii
B. D. Howe
M. J. Hubbard
R. P. Hughes
C. E. Jackman
G. R. Janosko
H. W. Jensen
L. W. Kistler
C. M. Long
Roy Lumpkin
T. 0. M anion
L. C. Collister,
Vice Chairman,
R. H. Paschal
D. E. Patton
A. Price
W. C. Reichow
N. B. Roberts
H. S. Ross
N. A. Salzano
C. V. Schutt
E. F. Snyder
S. Thorvaldsox
CD. TURLEY
G. A. Williams
R. G. Wintricii
Committee
Report on Assignment 4
Tie Renewals and Costs Per Mile of Maintained Track
The annual statistics compiled by the Bureau of Railwaj- Economics, AAR, giving
information regarding the number and costs of cross ties laid in maintenance in 1953,
are shown in Tables A and B. According to these statistics, three regions increased and
five regions decreased renewals in 1953 as compared with 1952. For the United States
tie renewals decreased, the decrease being 808,864 ties, or 2.7 percent.
The average cost of ties shown in Col. 7 of Table A increased in all regions e.xcejjt
the New England, the average of 1953 over 1952 in the United States being 11 cents,
or 3.4 percent.
Although there was a decrease in tie renewals, this was more than offset by the
increase in unit cost, so that the average cost of ties per mile of maintained track increased
S4 in 1953, to a total of $300.
In 1953 the 5-year average number of ties renewed per mile of maintained track
was 90, indicating an average service life of over 33 years. It should be of interest to
know that this 5-year average per mile has decreased every year since 1946 when it was
134 ties (representing 22.4 years of life). Thus in seven years the indicated service life
average has been increased 50 percent.
The Committee on Ties
P. D. Brentlinger, Chairman.
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—
Advance Report of Committee 15 — Iron and Steel Structures
Assignment 4
Stress Distribution in Bridge Frames
(a) Floorbeam Hangers
C. H. Sandberg (chairman, subcommittee), J. F. Marsh, J. E. Bernhardt, E. S. Birken-
vvald, J. C. Bridgefarmer, F. M. Masters, James Michalos, N. M. Newmark, G. L.
Staley, C. Earl Webb, L. T. Wyly.
Comparative Test of a Structural Joint Connected with
High-Strength Bolts and a Structural Joint
Connected with Rivets and High-
Strength Bolts
By J. W. Carter\ J. C. McCalley" and L. T. Wyly^
FOREWORD
The research project on stresses in bridge frames consists of the investigation of the
causes and remedies for fatigue failures in floorbeam hangers in railway bridges and in
the counterweight trusses of heel-trunnion bascule bridges. It is being conducted at the
Purdue University Engineering Experiment Station under the direction of L. T. Wyly,
research professor of structural engineering and head of .department. Administration is
by the director of the Engineering Experiment Station and dean of engineering, and
by the head of the School of Civil Engineering and Engineering Mechanics. In June 1953,
Dr. A. A. Potter retired as director of the Engineering Experiment Station and dean
of engineering and was succeeded by Dr. G. A. Hawkins. In June 1954, Professor R. B.
Wiley retired as head of the School of Civil Engineering and Engineering Mechanics and
was succeeded by Professor K. B. Woods as head of the School of Civil Engineering.
The program is sponsored financially by the Association of American Railroads. It was
initiated upon the recommendation of AREA Committee IS — Iron and Steel Structures,
and is supervised by the Subcommittee on Stress Distribution in Bridge Frames. This is
a cooperative project, and the research staff of the Association of American Railroads,
under the general direction of G. M. Magee, director of engineering research, and E. J.
Ruble, research engineer structures, assists in and advises regarding the work.
INTRODUCTION
.At a meeting of AREA Committee 15 at Lafayette, Ind.. on November 3, 1948,
the Purdue University staff members working on the project traced the floorbeam hanger
fatigue failures in riveted members to high local stress and strain concentrations at rivet
holes associated with high rivet bearing and proposed the replacement of rivets by high-
strength bolts in drilled or reamed holes as a remedy. This view was subsequently
amplified at the AREA convention in March 1949 and in the progress report on Assign-
' Deii^n specialist. Glenn L. Maitin Company, formerly assistant professor of structural engineering,
I'urdue University.
- Junior engineer Modjeski & Masters, formerly research associate in structural engineering, Purdue
University.
■■' Research professor of structural engineering and head of department. Purdue University.
217
218 Iron and Steel Structures
ment 4 published in AREA Bulletin 485 in January 1950. Much confirming research has
since been done on this thesis by the Purdue staff and reported to the committee. It was
considered desirable to make a static test of a full-scale connection of a hanger to the
upper chord gussets where high-strength bolts were used in the two lowest lines of rivets
in the lower edge of the gussets in order to ascertain the stress, strain and sUp distribution
in the member and in the gussets in such a joint, and also to determine if the bolts and
rivets would work together. It was also considered desirable to test a similar joint con-
nected with high-strength bolts in all holes. The data on this last test could then be
compared with data on similar riveted members.
Early in 1951, after C. H. Sandberg had secured written approval of the proposed
test program by members of AREA Committee 15, fabrication of the test models was
begun. The bolted joint was tested by Dr. J. W. Carter in 1952, and a preliminary report
was presented at the ASCE Centennial meeting in September of that year at Chicago.
Copies of this report were sent to all members of Committee 15 at that time. The riveted
and bolted joint was tested by J. C. McCalley in 1954. The joints were tested in the
600,000-lb testing machine in the structural testing laboratory at Purdue University.
DIGEST
The test under static loads of two full-scale joints representing the connections of a
floorbeam hanger to the upper chord gussets of a railway bridge is reported in this paper.
One joint was connected by rivets except that high-strength bolts were used in the two
lowest lines of holes in the gussets. The other joint was connected entirely by high-
strength bolts. Photographs of the joints under test in the structural testing laboratory
at Purdue University are shown in Figs. 1, 2, and 3. Structural details are shown in
Fig. 4. The instrumental set-up is given in Figs. 5, 6, 7, and 8. Figs. 10, 11, 12 show the
loading sequence used. (Note: All figures are present at end of report).
The principal findings are as follows:
1. Neither joint showed any significant slip for axial stresses below the design
stresses. (See Fig. 13.)
2. The first major slip in both the bolted joint and the riveted and bolted joint
occurred when the elastic limit of the main material had been reached in axial stress.
(See Figs. 9, 13, 16, and 17.)
3. When the main hanger material reached the elastic limit on the gross area, about
32 ksi in these members, the reduction in the thickness of the flange as the metal
stretched produced an appreciable loss in clamping force, and this allowed the first major
slip to occur. (See Figs. 16 and 17.)
4. Since the first major slips are thus correllated with the loss in clamping force
consequent upon the main material reaching the elastic limit of about 32 ksi, it is entirely
possible that if steel of a higher elastic limit had been used the bolts might have developed
a higher load at first major slip. (See Figs. 16 and 17.)
5. After major slips had occurred and the main material had come to bear on the
bolts, the clamping force in the bolts rose rapidly, apparently as a result of shear com-
bined with clamping force in the bolt, and this rise continued with increasing load on
the hanger. (See Figs. 16 and 17.)
6. For axial stresses between the design stress and the elastic limit of the material
the bolted joint showed less than half as much slip as the riveted and bolted joint, and
the riveted and bolted joint showed somewhat less slip than a similar joint fully riveted
would be expected to show as indicated by other test data. (See Figs. 13 and 14.)
Test of a Structural Joint 219
7. In both joints, at any given load producing stresses below the yield point in the
hanger, the slips are largest at the ends of the connection and the slips at the center ot
the connection are smallest. Both joints show, however, the same general shape of slip
distribution graph. (See Figs. 20 to 23, incl.)
8. It is thus plain that slip in a riveted or a bolted joint is a highly local matter.
Readjustment of load between the component parts of the joint takes place by means
of a series of local slips. (See Figs. 20 to 23, incl.)
9. It is suggested that a rational design of the bolted connection should be based
on knowledge of the magnitude of the local friction and the manner in which it acts.
10. The capacity of the testing machine not being great enough to break the joints,
the bolted joint was put under final load of 660 kips with all bolts except 16 removed.
The bolts then failed partly through shear and partly through tension at a computed
average unit stress of 90 ksi on the stress area. This stress was computed by dividing
total load on the joint by the stress areas of the 16 bolts. The failure was accompanied
by much slip, local crushing of main material and by stretching of bolts.
11. The measured stress at the middle of a wide gusset under the action of a cen-
tral load is about twice the value computed on the assumption of hnear stress distribution.
This is due to shear deformation in the plate. (See Figs. 34, 35, and 36.)
12. Results of these tests indicate that rivets and high-strength bolts will work
together £atisf."iCtorily in a structural connection when arranged as in the riveted and
belted joint here tested.
13. These tests demonstrate that when high-strength bolts are used instead of rivets
in a structural connection the high local stresses and strains at the sides of the holes
due to rivet bearing, especially high in single lap joints, will be eliminated. The ehmina-
tion of these high stresses and strains should raise the fatigue strength.*
14. For the same reasons results of these tests are favorable to the effort to protect
existing bridges against fatigue failure by replacing the rivets at the edges of the gussets
by high-strength bolts.
DESCRIPTION OF THE JOINTS
Each joint is composed of two wide-flange beams 12 in by 40 lb per ft, spliced
together by two large gusset plates. (See Figs. 1, 2, 3, and 4.) One joint, hereinafter
called the bolted joint, was connected entirely by high-strength bolts. The other joint,
hereinafter called the riveted and bolted joint, was connected by rivets, except that the
first two rows of holes at the edges of the gussets, corresponding to the two lowest rows
of holes in the hanger connection to the hip gussets, were connected by high-strength
bolts.
The connection of the wide-flange beam to the gussets represents the connection
of a full-size floorbeam hanger to the upper chord gusset. Each joint thus permits the
test of two such connections: one to square gussets and one to gussets tapered at the
lower ends.
INSTRUMENTATION
Total strain plus slip in the length of connection was measured by means of traversing
rods and dial indicators. (See Fig. 6.)
Local slips between the beams and the gussets were measured throughout the length
of the connections as well as at the edges of the gussets. Whittemore strain gages were
" Compare Study 1 and Studies 2, 2A and 3, Fig. 7.^, 8, Fatigue in Riveted and Bolted Single
Lap Joints, by J. W. Carter. K. H. Lenzen. L. T. Wyly, .\,SCE Proceedings Separate 469. August 19S4.
220 Iron ancLSteel Structures .
used for these readings. (See Fig. 6:) A total of 64 slip gage lines was used on the joint
and 24 additional were used on the end connections of the hangers to the specimen holders
where IJ^-in bolts were used.
Strain readings were taken at close stations throughout the length of the joint on
both the hanger and on the gussets. A number of rosettes were used on the gussets. (See
Figs. 7 and 8.) A total of 442 SR4 gages plus 26 SR4 rosettes was used.
The high-strength bolts used in this project were % in. in diameter by 2y^ in
under head. Each bolt used was tested or calibrated prior to installation. In calibration
tests the bolts were placed in the hydraulic testing machine, torque was applied by a
torque wrench and clamping force was measured on the testing machine load dial. All
high-strength bolts were equipped with two wire gages each for calibrating and for
measuring clamping force throughout the test. In order to get clearance for wire gages
in the bolt hole in the plate, a short length of the unthreaded shank was milled fiat.
Gage lead wires were carried out through four small holes drilled in the head.
The replacement of the rivets at the edges of the gussets by high-strength bolts was
suggested earlier in the floorbeam hanger investigation by the authors as a method of
trying to protect existing bridges against fatigue failure in these members. The design
of the riveted and bolted joint was planned in order to study the distribution of stress
and strain around these critical holes. Accordingly, it was thought wise to use bolts for
this joint in which the friction coefficient would be constant and the clamping force
would be known and could be studied during the test. For this reason it was decided
to lubricate the threads of these bolts with Molykote. The procedure used was then as
follows: The bolts were first tensioned until the axial load was about 50 kips and the
load removed. Gages were then glued to the bolts. The gages were protected with
tracing cloth and wax. The bolts were torqued to about 42 kips and load removed, and
then to 40 kips and load removed, and a curve was plotted showing axial load versus
average strain. The bolts v/ere put in the joint and torqued until the axial load was
40 kips. Strain measurements were taken on the bolts throughout the test so that the
clamping forces were known at all times.
Since it was desired to test the bolted joint under the same conditions of bolt
installation as may be expected in practice, no lubrication was used for the bolts of this
joint. The bolts were all given a proof load test in tension and the bolts showing the
greatest strength were placed at the edges of the gussets where slip would occur first
and be largest. It is felt that the clamping force in these bolts may be assumed as 75
percent of the clamping yield strength developed in tension alone.
A Baldwin Strain Indicator, Type L, was used for measuring strains in the SR4
gages. Switching was by means of 10-point selector switches mounted in boxes.
TEST LOADING PROCEDURE
Riveted and Bolted Johit (Bolted Joint Similar)
Stress-strain graphs for readings taken on the gross area of the WF beams at sec-
tions A-A and X-X are shown in Figs. 9 and 10. Total slip plus strain graphs, i.e.
traversing rod readings, are shown in Figs. 11 and 12 for both joints.
The specimen was loaded slowly up to 16 ksi on the gross area, or 19.4 ksi on the
net area of the hanger section, complete strain readings being taken at each increment
of 4 ksi, and slip readings taken all around. (See Figs. 10, 11, and 12.)
The specimen was then cycled 110 times between 3 ksi and 16 ksi on the gross
area and all instruments read; no significant strain or slip was found.
Test of a Structural Joint 221
The specimen was then loaded to 20 ksi and cycled 30 times from 3 ksi to 20 ksi,
and all instruments read; no significant strain or slip change was found.
The specimen was loaded slowly to ,U ksi by increments of 2 ksi, strain readings
being taken at each increment. The load was then reduced to 3 ksi and the four bolts
on each gage line at the end of the hanger, in the middle of the joint, were removed.
These are bolts 62, 63, 77, 79, 81, 84, 85, 88. (See Fig. S.)
The specimen was now loaded slowly by increments of 8 ksi to an axial stress of
32 ksi and beyond that by increments of 2 ksi up to the capacity of the machine, or
660 kips, giving 56 ksi on the gross area or 67.5 ksi on the net area. At 49 ksi on the
gross area the wide flange beam broke through the end grips, and load was removev*
while this was welded up. Traversing rod readings were taken throughout the entirN,
loading range. Slip and strain readings were carried as far into the plastic range as
practicable.
At the unit stress of 56 ksi on the gross area no sign of failure had occurred in
either the hanger or the joint and the test was stopped.
Summary of Design .\nd Test Dat.^
Riveted
Design of Joint and Bolted Bolted
Hanger Section Joint Joint
12-in WF at 40 lb/ft
Area^ 11.77 In" gross
= 9.70 In" net (4 holes 1 in dia. deducted)
Design load 9.70 In" x IS ksi, kips 175 175
No. of 7^ in rivets required at 8.12 k 22 22
Loads to 34 ksi on WF gross area
No. of %-m rivets used 16
No. of %-in bolts used 12 28
Loads after 34 ksi on WF gross area
No. of %-in rivets used 16
No. of 7^-in bolts used •. . . . 8 28
Test Data
Elastic limit (See Figs. 8-11 incl.) ksi on WF gross area 32 32
Yield strength (See Figs. 8-11 incl.) ksi on WF gross area 35 34
Ultimate (See Figs. 8-11 incl.) ksi on WF gross area 56 plus 56 plus
First major slip
Axial stress (See Fig. 13) ksi on WF gross area 32 32
Total load kips 376 376
Computed average shear load per/ kips 13.4 13.4
rivet or bolt ( . . i^gi on nominal area 22J 22.3
DISCUSSION OF TEST RESULTS
Stress-strain graphs, drawn for sections A-A and X-X, through the WF beams out-
side of the gussets, are given in Figs. 9 and 10, and the loading sequence history is
shown also in the latter figure. The elastic limit of the WF for the bolted joint was
32 ksi and the yield strength was 34 ksi. The elastic limit for the riveted and bolted
joint was also about 32 ksi and the yield strength was 35 ksi.
Total slip plus strain measured from the gussets at the center of the joints to the
WF beams just clear of the ends of the gussets, i.e., in half the length of the joint, are
given in Figs. 11 and 12. (See Fig. 6 also.) These graphs measure the slip of the WF
with respect to the edge of the gusset plus the elongation of the gusset.
The graph of the average slip at the ends of the square and tapered gussets is shown
in Fig. 13. Each graph is the average of four readings at the square and at the tapered
222 Iron and Steel Structures
ends of each gusset. The graphs of the individual slip readings at the ends of the east
gusset are shown in Fig. 14. These slips were obtained by correcting the Whittemorc
slip readings by the average of the measured strains. Thus the slip graphs are not to be
regarded as exact measurements. However, it is believed that they are not seriously in
error. Significant facts shown by these graphs are:
1. For stresses on the gross area up to 16 ksi the graphs for the two joints agree
closely. For stresses above 16 ksi the bolted joint shows increasingly less slip
than the riveted and bolted joint.
2. For these joints the first major slip begins when the elastic limit of the material
in the hanger, 32 ksi, is passed.
3. It seems highly probable that at the ends of the connection, as a result of
unbalance of forces acting in the adjacent hanger and gusset, small slip start.s
at rather low loads, and that some of this may be regarded as elastic, since it
apparently is reversible upon removal of load. The small slips shown in Fig. 13
at a stress of 16 ksi on the gross area appear to be in this elastic class. Loading
through 110 cycles of this stress did not appear to leave any permanent slip
after removal of load.
Since the clamping force in the bolts is two or three times as great as may be
expected in rivets, the slip in the riveted and bolted joint is probably somewhat less
than it would have been if rivets had been used throughout the connection.
In Figs. 16 to 19 are plotted the graphs comparing, at individual bolts, the measured
strain in the WF beam hanger, the clamping force in the bolt, and the local slip between
the gusset and the hanger. Figs. 16 and 17 are graphs at bolts at the top and bottom
edges of the gussets. The authors conclude that the following sequence of events occurred:
In these two joints when the main hanger material reached the elastic limit
on the gross area, about 32 ksi here, the reduction in the thickness of the flange
as the metal stretched produced an appreciable loss in clamping force, and this
in turn allowed the first major slip to occur.
It is significant that the graphs in Figs. 18 and 19 at bolts at the center of the
gussets, where the stresses in the WF have not passed the elastic limit, show no such
large dropping oft of clamping force and no such major slip occuring.
Since the first major slips are thus correllated with the loss in clamping force conse-
quent upon the main material reaching the elastic limit of about 32 ksi, it is entirely
possible that if steel of a higher elastic limit had been used the joints might have
developed a higher load at first major slip.
When the slip has reached the magnitude of about 0.06 in at the end bolts in the
connection the clamping force in these bolts, which had dropped to a value of less than
half its initial value when the stress in the hanger reached the elastic limit, rises rapidly
again. It appears that after the gusset comes to bear on the bolt on one side and the
flange on the other that both shear and tension are induced in the bolt shank. (See
Figs. 16 and 17). This combined stress may be expected to increase with increased load
until the bolt begins to fail.
Figs. 20 to 23, incl., shovi' the slip distribution along the length of the two joints.
The following facts are of interest:
1 . The bolted joint shows much less slip at all points for all axial stresses below
the yield point of the hanger material than does the riveted and bolted joint.
___^ Test of a Structural Joint 223
2. In both joints, at any given load producing stresses below the yield point in
the hanger, the slips are largest at the ends of the connection and the slips
at the center of the connection are smallest. Both joints show, however, the
same general shape of slip distribution graph.
3. It is thus plain that slip in a riveted or a bolted joint is a highly local matter.
Readjustment of load between the component parts of the joint takes place
by means of a series of local slips.
Comparison of these graphs with those for a test of a similar joint full}' riveted
would probably show greater slip for the latter, particularly at the ends of the gussets,
since the clamping force in the bolts may be expected to be two or three times as great
as in the rivets.
The replacement of end rivets in the joint by high-strength bolts very materially
reduced the slip throughout the joint. However the precise amount of friction which
is overcome to allow .slip at an individual bolt at a given time is unknown. It would
seem that the rational design of the bolted connection should be based on knowledge
of the magnitude of this friction force and how it acts. Study of Figs. 22 and 23 for
the bolted joint suggests that prior to the first major slip not all parts of the joint
sHpped together, i.e., the total WF did not slip with respect to the total gusset, but that
ends of the gusset slipped on the WF locally.
The strain distribution along the joint is shown in Figs. 24 to 27, incl., for the
riveted and bolted joint and in Figs. 28 to 31 incl. for the bolted joint. These graphs
cover strains in the plastic range as well as in the elastic range.
The strain distribution in the WF hanger at three sections — in the WF just outside
the gusset, and between the first and second bolts at each end of the connection — are
shown for each joint in Figs. 32 to 37, incl. These graphs cover strains in the plastic
as well as in the elastic range.
The capacity of the testing machine was not great enough to rupture the specimens,
ihe bolted joint was accordingly tested by removing all but 16 high-strength bolts.
These failed partly through tension and partly through shear at a unit stress of about
90 ksi on the stress area of the bolts. It should be noted that after the bolts come into
oearing a very great deal of energy is absorbed by the bolted connection, in friction, in
local crushing, and in tension in the bolts, before rupture occurs. After this coming into
bearing a great deal of slip occurs and the bolts rotate in the holes and the clamping
force, which has dropped when the elastic limit of the material of the WF was passed
and when major slip has occurred, mounts rapidly again. (See Figs. 16 and 17.) Finally,
the ultimate strength of the bolts under combined shear and tension is very high.
IMPLICATIONS OF TEST RESULTS REGARDING IMPACT
STRENGTH OF JOINTS
These test results appear to have some implications regarding the ability of bolted
jomts to withstand energy loads. Comparative static and pendulum impact tests on
small aluminum structural aircraft joints connected by cold driven aluminum alloy rivets
have shown: (1) .
1. The strength of the joint under dynamic loads varies with the amount of
energy absorbed by local crushing, bending and other deformation.
(1) Impact Properties at Different Temperatures of Flusli-Riveted Joints for Aircraft Manufac-
lured by Various Riveting Methods. NACA Wartime Report, AAR 5F07, September 1945, by G. A
Maney and L. T. Wyly, Northwestern University See Table 1 and Fig 14Cb1
224 Iron and Steel Structures
2. There is very close agreement between the impact energy required to rupture
a joint and the area under the load deformation graph of a static test to rupture
of an identical joint.
The ability of the joint connected by high-strength bolts to absorb energy would
indicate that this type of connection should be ideal for high energy loadings.
STRAINS AND STRESSES IN GUSSETS
On the left half of the west gusset of the riveted and bolted joint a number of SR4
rosettes were placed. On the right half of the west gusset and on the east gusset uniaxial
gages only were used. (See Figs. 7 and 8.) Since it was found that the stresses and
strains were closely symmetrical about the longitudinal center hne and also that the
stresses in one gusset closely approximated those in the others for a given load on the
hanger, it was decided to show the principal strains and the major principal stresses
measured on the section with rosettes as typical for all sections. These graphs are given
in Figs. 38 to 40, incl. A typical calculation of principal strains and stresses is given in
Fig. 41.
These graphs all show that when a central load is delivered to a wide gusset plate
the stress distribution along a section normal to the load axis is by no means linear but
will vary somewhat as a parabola. For example, with a load on the hanger giving an
axial stress of 26 ksi on the gross area of the hanger the measured principal tensile stress
at the center of the gusset at section J-J is about 20.7 ksi, while at the edges of the
gusset it is very small. The computed average unit stress in the gusset for this load,
assuming a linear distribution, would be about 11 ksi tension. (See Fig. 39.) It is thus
evident that present design procedures for gussets are unsatisfactory in important respects.
This has been previously demonstrated by experiments on metal and plastic models at
the University of Tennessee. (2).
IMPLICATIONS OF TEST RESULTS REGARDING FATIGUE
STRENGTH OF HANGER
Since the test of these joints was planned as a study of methods proposed to help
prevent fatigue failures in floorbeam hangers of existing bridges specifically, or more
generally in single lap structural connections, it may be well to examine the results in
the light of this aim.
It is postulated that fatigue failures in structural connections arc causally connected
with high local strain and stress concentrations, probably very local and in combination
some times with very steep stress and strain gradients. (3) . Such failures usually start at the
sides of a rivet hole. The principal stress and strain concentrations at the sides of the
rivet holes are probabty due to:
1. The presence of the hole itself. (4)" (S)" (6)"
2. The bearing of the rivet on the metal in the hole. (4)'' (5)''
3. The effect of shp at the end of the connection, producing over loading of the
end rivets and accentuating the effects of 1 and 2 above. (4)*^
(2) Experimental Investigation nf Stresses in Gusset Plates by R. E. Whitmore, Bulletin No. 16,
Engineering Experiment Station, The University of Tennessee. Sec Figs. 5-8 incl. and 21-23 incl.
(3) Report on Assignment 4, Stress Distribution in Bridge Frames — Floorbeam Hangers, by L. T.
Wyly, AREA Bulletin 485, January 1950. See Figs. 22-25 incl. and Pages 28-31 incl.
(References continued at bottom of next page).
Test of a Structural Joint 225
4. The highly local bearing of the rivet on the edge or contact face of the plate
\;hen slip occurs in a single lap joint and the rivet is rotated out of uniform
bearing on the width of the plates. This action produces a very intense
local state of stress and strain, and a very steep stress and strain gradient. (4)''
(5)" (6)-*
5. The effect of excessive straining of the metal at the sides of the hole, such as is
produced by drifting holes into line in field or shop. (4)"
6. Any other injuries to the metal at the sides of the rivet holes, probably includ-
ing punching most of all, which will open up minute cracks.
Conversely, connections free from the above high local stress and strain concen-
trations show a high fatigue strength. (3) ' (4)'
The effects of high clamping on stress and strain in a bolted joint are:
1. The stress at the sides of the holes is compression and the strains are short-
ening.(3)^ (4)« (5)'-'
2. The stress and strain at the sides of the hole is fairly uniform and is free from
the very high local concentrations which occur with rivet or bolt bearing and
no clamping. (4)'' (S)""
3. Even after major slip has allowed the bolt to come to bear if the clamping
is still high, the stress and strain distribution will be fairly free from high local
concentrations.
The results of this investigation indicate that the performance of single lap bolted
joints designed in the same way as the bolted joint tested in this investigation is favor-
able for the reduction of fatigue failure in new construction since:
1. The slip of the end bolts is less than the slip of end rivets. Hence the bolts
should only come to bear at higher loads than for riveted joints.
2. At design or service loads major slip should not occur, and hence the bolts
should not come to bear.
3. At service loads the bolts may be expected to retain their high clamping, pro-
ducing a favorable stress and strain distribution in the joint.
For the same reasons the results of this investigation appear favorable for the replace-
ment of the rivets at the ends of the gussets by high strength bolts in an attempt to
protect existing structures against fatigue failures. The following precautions are necessary :
(4) Fatigue in Riveted and Bolted Single Lap Joints, by J. W. Carter, K. H. Lenzen, and L. T.
Wy'.y, ASCE Proceedings Separate 469. August 1954.
(5) Stress Concentration in Built-Up Structural Members by J. W. Carter, AREA Bulletin 495,
June-July 1951.
(6).\ISC Engineering Conference Proceedings 1950, April 12-13.
(4)^' Figs. 2, 3. 4. See also (5)^ Figs. 7-12 incl. (6)' Slide 12
Refs. 3 and 4
(4)'' Figs. 6 and 11 (5)'' Fig. 13
(4)<^ Fig. 9
(4)<iFigs. 7B, 12, 7A (5)>' Fig. 19 and Table 1 (6)'' Slide 13
Study land B, Fig. 8
(4)" Figs. 7A, 8, Study 4
(3)f Fig. 24 (4)f Figs. 7A, 8, Studies 2,
2Aand3
(3)s Fig. 22 (4)eFig. 13 (5)s Fig. 21
(4)h Fig. 15(a) (5)" Fig. 27 Sec. B-B
226 Iron and Steel Structures
1. Avoid damage to the metal around the holes in removing present rivets.
2. Ream out the holes with a sharp reamer so the metal is smooth and unscratched
and all damaged material removed.
3. Under no circumstances drift any holes.
4. Make sure that the bolts are tightened into the yield range.
5. Use carburized washers of specified size.
ACKNOWLEDGMENTS
The joints were fabricated by the Bethlehem Steel Company under a regular
contract.
The authors are indebted to C. H. Sandberg and his subcommittee and to E. J. Ruble
for advice and assistance in the project. Helpful advice and suggestions were also given
by Kenneth Lenzen. Valuable assistance was given by the following students at Purdue
University: Ralph A. McElheny, Richard LaSalle and John Ely, in the testing work and
in reducing the data, and by John Dan and Richard Halbach, in drawing up the figures.
Test ol a Structural Joint
227
Fig. 1 — Bolted joint in testing machine.
228
Iron and Steel Structures
Fig. 2 — Test of riveted and bolted joint — Looking east.
Test of a Structural Joint
229
MuMrrffinfiMitiitr ■■*'--^'i-«*-*'-'«»'*it'W
Fig. 3 — Test of riveted and bolted joint — Looking south.
230
Iron and Steel Structures
^Sym obout ^
-lev
2(L 24x|xr-ll^-
1-12 Vir40x4'-li
' 4
2 It*. 36
4'-3^- IMCD
Symmetricol obout (^
,Wl| Holes
2|<o
Symbols:
O Rivet
D Bolt
l-l2VF40x4'-l7
_/l^ Holes
I V|i Bolts
2IE. 24x§xl'-ll2
Riveted ond Bolted Joint
Bolted Joint
r Structural steel A.S.T.M A7-50
Mot'l spec. H _.
'• Rivets
Bolts
A.S.T.M. AI4I-50
A.S.T.M. A325-50
Notes I All gussets from one plate
2. All Vf from one beom
3 All holes drilled
4 All bolts high strength
FIG. 4 STRUCTURAL DETAILS OF JOINTS
Test of a Structural Joint
231
West Face
(80) 73
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FIG 5 BOLT IDENTIFICATION DIAGRAM
232
Iron and Steel Structures
Note : I. Gage lengths located on East Foce identical to West Face
2. Gage length notation on East Foce Indicated by prime i.e. Za'
3. Gage lengths IO(a.b,g,h) 5(a,b,k,l) 2(a,b,w,)0 ore on Riveted and Bolted
Joint only 2 (y, z) ore on Bolted Joint only
Legend: Numbers indicate gage lengths in inches |
^Sym obouf ^
West Foce
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T lOb
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Indicator'
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FIG. 6
LOCATION OF WHITTEMORE GAGE LENGTHS
FOR SLIP MEASUREMENTS
TRAVERSING RODS
Test of a Structural Joint
233
West Foce
M r^
Rosette Lettering
Sections A,X
s' *' Sections R,P some as V,S,0
if gages a,a|p,p' and Rosettes
omitted. Section N same as
V,S,Q if goges o,a', p,p' omitted
Sections V, S, 0
Goges a, a] p, p' on
Section M
s' '' Sections J,H,F same as
G,E,C if gages a,o', p,p'
and Rosettes omitted
Sections G.ESC
Summory of SR-4 Gages Used
No Type Resistance Location
Used Ohms
208 A! 120
2 5 AR I I 20 Joint
I AR7 60
48 A7 120 Bolts
FIG. 7 SR4 IDENTIFICATION DIAGRAM - RIVETED AND BOLTED JOINT
234
Iron and Steel Structures
West Foce
Sections A,X
Sections S,Q and R.P.J s
same as V,6,E if gages
s t X K,x',y,y' and o,o'p,p' omitted
respectively
Sections V.G.E
Sections M, H.F
Sections K.M
Gag€ W oppeors
s t °'so in Section V
Section C
Summary of SR-4 Gages Used
No. Type Resistance Location
Used Ohms
184 A I 120
48 A5 120 Joint
2 A7 120
112 A7 I 20 Bolts
FIG. 8 SR4 IDENTIFICATION DIAGRAM -BOLTED JOINT
Test of a Structural Joint
235
40
35
30
25
20
15
= 10
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Strain - incties per incti
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0 J002 .004 j006 008 .010 .012 .014 .016 .018 020 022 024 .026
Stroin - inches per inch
FIG 9 STRESS- STRAIN CURVES ON GROSS AREAS OF WF BEAMS
SECTK)NS A-A AND X-X
236
Iron and Steel Structures
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Test of a Structural Joint
237
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Iron and Steel Structures
Fig, 12 TRAVERSING ROD READINGS
Test of a Structural Joint
239
.05 .06
Slip— Inches
FIG. 13 SLIP AT ENDS OF GUSSET
AVERAGE OF SQUARE AND TAPERED END
240
Iron and Steel Structures
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Test of a Structural Joint
241
10
Note: Graphs give average of Whittemore
readings at 2c, 2c' ond 2d, 2d'
oi
.04 .08 .12 .16 .20 .24 .28 .32 .36 .40 .44 .48
SLIP PLUS STRAIN - INCHES
FIG. 15 AVERAGE SLIP PLUS STRAIN AT EDGE OF SQUARE GUSSET
242
Iron and Steel Structures
1
1
1
Clomping Force in Bolts - kips
,
1
1
0
.01
.02
.03 .04 .05 .06
Slip- inches
1 J 1 1
.07
.08
1
.09
.002 .004
.006 .008 .01 .012
Stroin -inches per inch
.014
.016 .018
FIG. 16 CLAMPING FORCE, STRAIN AND SLIP
RIVETED AND BOLTED JOINT
Test of a Structural Joint
243
55
50
45
40
35
o
30
•fc 25
20
15
10
- — 1 —
Clamping force -
in Bolt 72
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Clamping force
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Jage Co
L°.°j 1
\ ^ /
W i°°i /
f
Bolt 72 "Z^
Bolt 1^---^^^'
ige Cr
\
f
1 ' II
Note: Gages are on W. R section
1 1 1 1 1
1
10
15 20 25 30
Clamping Force in Bolts- kips
35
40
.01
.02
.03
.04 .05
Slip-inches
.06
.07
.08
.002 .004
.006 .008 .01 .012
Strain -incties per inch
.014
.016
FIG. 17 CLAMPING FORCE, STRAIN AND SLIP
RIVETED AND BOLTED JOINT
45
.09
.018
244
Iron and Steel Structures
Clamping Force in Bolts- kips
.01 .02 .03 .04 .05 .06
Slip- inches
.07
.08
.09
.002 .004 .006 .008 .01 .012 .014 .016
Strain- inches per inch
.018
FIG. 18 CLAMPING FORCE, STRAIN AND SLIP
RIVETED AND BOLTED JOINT
Test of a Structural Joint
245
5 20 25 30 35
Clamping Force in Bolt-kips
.01 .02 03 .04 .05 .06
Slip- inches
.0 7
.08
.09
.002 .004 .006 .008 .01 .012 .014
Strain-inches per inch
.016 .018
FIG. 19 CLAMPING FORCE, STRAIN AND SLIP
RIVETED AND BOLTED JOINT
246
Iron and Steel Structures
FIG. 20 SLIP DISTRIBUTION ALONG RIVETED AND BOLTED JOINT- WEST FACE
Test of a Structural Joint
FIG. 21 SLIP DISTRIBUTION ALONG RIVETED AND BOLTED JOINT - EAST FACE
248
Iron and Steel Structures
West Face
A
je. Sfre
ss on C
jross S
ection-
34
ksi
32 2
20
6 16
\
\
\
36 \
i
11
\
w
ft
^
^^
\
\
^
lU
\Z 16
26
A
le. Stre
ss on (
Sross S
ection-
36 3
ksi
.08 .07 .06 .05 .04 .03 .02 01 0
Slip-inches
FIG. 22 SLIP DISTRIBUTION ALONG BOLTED JOINT- WEST FACE
Top
P 3
P d
P g
P ^
P A\
Test of a Structural Joint
249
& ^
^ ^
^ ^
^ ^
^ ^
P ^
P ^
-Eost
Face
0 .01 .02 .03 .04 .05 .06 .07
•6 26 32^34ksi-Averoge Stress on Gross Sect.
16 26^32 ^34ksi- Awe. Stress on Gross
Sect.
0 Ol 0 2 .03 .04 .05 .06 .07
Slip - inches
FIG. 23 SLIP DISTRIBUTION ALONG BOLTED JOINT-EAST FACE
250
Iron and Steel Structures
20 10
stress — ksi
FIG.24 STRAIN DISTRIBUTION ALONG RIVETED AND BOLTED JOINT- WEST FACE
Test of a Structural Joint
251
fl
.0005 .0010 .0015
Strain- inches per inch
0020
10 20
Stress- ksi
FIG. 25
STRAIN DISTRIBUTION ALONG RIVETED AND BOLTED JOINT-EAST FACE
252
Iron and Steel Structures
0015 ,0010 .0005
Stroin - inches per inch
FIG. 26 STRAIN DISTRIBUTION ALONG RIVETED AND BOLTED JOINT - WEST FACE
Test of a Structural Joint
253
&
&
.005 .010 .015
Strain - inches per Inch
FIG. 27 STRAIN DISTRIBUTION ALONG RIVETED AND BOLTED JOINT - EAST FACE
254
Iron and Steel Structures
.0020
.0015 0010 .0005
Sfroin-inches per inch
30
20 10
Stress -ksi
FIG.28 STRAIN DISTRIBUTION ALONG BOLTED JOINT - WEST FACE
Test of a Structural Joint
.0020
10 20
Stress -ksi
FIG. 29 STRAIN DISTRIBUTION ALONG BOLTED JOINT -EAST FACE
256
Iron and Steel Structures
FIG-30 STRAIN DISTRIBUTION ALONG BOLTED JOINT -WEST FACE
Test of a Structural Joint
257
&
P
^
P
^
p
^
^
-Eost Foce
Ave. Stress on Gross Section -ks
38
-?-
I
I
-^ ^
40 42
-^ — h'> ■
-Stroin in VF
Sym. about (^
_Stroin in
Gusset
Flonge Strains
Average of 4 Gages
1 Gusset Strains
'Ave. of 3 Gages
/
/
/
? -
/
/
/
/
40
42
__^ /
34 36 I 38
Ave. Stress on Gross Section- ksi
> L I I
0 .005 .010 .015
Strain - inches per inch
.020
FIG. 31 STRAIN DISTRIBUTION ALONG BOLTED JOINT - EAST FACE
258
Iron and Steel Structures
P
-1
I'
1
/
«0
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(\J
«0
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A
z
a
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to
UJ
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i|3U| jad «aqau| -ujojis
l«)|-s(aj|S
Test of a Structural Joint
259
■p
■r=
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ro
■r=
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fvl /
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00 y^
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qouj J3d ssi^su; — uiDJis
260
Iron and Steel Structures
P
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CVI
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o
UJ
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qsui j»d sagouj- ujOJis
IS)) - 889JtS
Test of a Structural Joint
261
<!.
r
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e::::::
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s./^ ^X-^^^ J^ ^^
qoui isd ssqsui - uiOJts
262
Iron and Steel Structures
L|3ui J9d saqou; -ujOJts
Test of a Structural Joint
263
P
P
=1
=1
J
41
/-
*/
*//»/«>
r
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r;r::
^.-'-'^^^^^sasaS^^^CO ; /iD 'T
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r=
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264
Iron and Steel Structures
RIVETED AND BOLTED JOINT
STRAIN DISTRIBUTION IN GUSSET
16,000 psi Averoga stress on gross section 20,000 psi
10-
0 —
0005 -
— 0 *-
- V ■ ' V X ^
4.3ksk I ,^5.9ksi
\---7i-^ 1 ^=^
Principol tensile stress
nrlnclpol strain, tension
Principal strain, compressior.
FIG.38 STRAINS AND STRESSES IN WEST GUSSET
Test of a Structural Joint
265
RIVETED AND BOLTED JOINT
STRAIN DISTRIBUTION IN GUSSET
26,000 psi Avaroga tfraas on groat taction 30,000 pti
10
.0005
0 —
0
10
.0005
0
■g — 0
c
^
■f 20
S 10 —
t .0010
55 0 —
7 — 0
1
20
*" .0010
10
0 —
0
10
.0006
0 —
0
-nrincipol atroin, tantion
' Principol atroin, compraation
FI6.39 STRAIN-S AND STRESSES IN WEST GUSSET
266
Iron and Steel Structures
RIVETED AND BOLTED JOINT
STRAIN DISTRIBUTION IN GUSSET
34,000 psi Average stress on gross section 36,000 psi
.\^—/ — Legend:
Princrpol tensile stress
C" / Principol strain, tension
Principal strain, compression
FIG.40 STRAINS AND STRESSES IN WEST GUSSET
Test of a Structural Joint
267
AVE. STRESS ON GROSS
AREA = 16.0 KSI.
SECT. Q-Q FIG. 38
GAGES d,e,f.
-93
STRAIN CIRCLE
215
E(6p+meq) 30 000 000 [215 -.3(93)]
q =
l-m2
E(mep-»-eq)
.91
= +6.1 KSI
30 000 000 [-.3 (215) + 93]
-1.0 KSI
l-m'
.91
LEGEND: €p = MAXIMUM PRINCIPAL STRAIN
eq= MINIMUM PRINCIPAL STRAIN
r - MAXIMUM SHEAR STRAIN
P = MAXIMUM PRINCIPAL STRESS
Q = MINIMUM PRINCIPAL STRESS
r MAXIMUM SHEAR STRESS
•- + €
REF: PHOTOELASTICITY: M. M. FROCHT, VOL.1, P 38, FIG. 1.35
FIG. 41 TYPICAL MOHR STRAIN CIRCLE AND
PRINCIPAL STRESS COMPUTATION FOR GUSSET
Special Report of Committee 5 — Track
L. L. Adams, Chairman
Curve Wear with Diesel Locomotives on the Bessemer &
Lake Erie Railroad
Introduction
It has been the practice on the Bessemer & Lake Erie Railroad to handle its ore
traffic between Conneaut, Ohio and the Pittsburgh District, and the returning coal traffic,
with 2-10-4 type steam locomotives. Most of the traffic on the railroad ceases during
the winter months when the lake is frozen. Beginning in the spring of 1952 diesel loco-
motives replaced about half the steam locomotives being used and in the spring of 1953
replaced the remaining steam locomotives, so that operation was completely dieselized.
It was observed during the latter part of 1952, and especially following the opening
of the lake traffic in early 1953, that the high rail on curves was being severely abraded.
Because of the change in type of motive power at the same time, it appeared that the
introduction of diesel power was the cause of this accelerated rail wear condition. At the
request of J. E. Yewell, chief engineer of the Bessemer & Lake Erie, an inspection was
made of many curves on the railroad between Conneaut and Pittsburgh, especially those
which had not shown abnormal wear until the introduction of diesel power. This inspec-
tion showed that the high rail of curves which were not adequately protected by rail
lubricators was being very severely abraded. The gage side of the rail had tiny pits and
gouges as though the metal was being torn off in small flakes (Fig. 1). The flakes of
abraded metal were prominently in evidence on the top of the rail base, on the ties and
on the ballast, as shown in Fig. 2. Observation of the wheels of both the diesel units
and the ore cars showed this same gouging condition on the flange of the wheels. Curves
protected by rail lubrication showed an entirely different condition. The gage side of the
high rail on these curves showed a smooth, polished surface when the grease was wiped
away, and no metal particles were in evidence on the rail base, ties or ballast. It was
evident that adequate lubrication would prevent this condition of excessive rail gouging
and wear.
It was further noted that the 2-10-4 steam locomotives which had been operated
were equipped with flange oilers, whereas no flange oilers were being used with the diesel
locomotives. There appeared to be no logical reason why the 4-wheel trucks of a diesel
locomotive should produce very much more rail wear than the 4-wheel trucks of the
heavy ore cars being generally used on the railroad. Apparently, the use of flange oilers
on the steam locomotives was affording a substantial amount of protection against rail
wear, not only from the steam locomotives but also from the entire train. With the
use of diesel locomotives without flange oilers and no benefit from this lubrication,
it appeared that not only the diesel but the entire train was causing rail wear.
To obtain definite information on the amount of curve wear produced by diesel
locomotives relative to that produced by the remainder of the train, a series of tests
was conducted in collaboration with the Bessemer & Lake Erie in May 1953. After the
results of these tests were analyzed it was decided to make a second series of tests in
October 1953 for the purpose of more definitely relating the effectiveness of flange oilers
on the locomotive and rail lubricators in the track in controlling the amount of curve
wear. These tests will be referred to as the first test series and second test series,
respectively.
269
270 Track
Instrumentation
To accomplish the purposes of the tests it was necessary to collect the amount of
metal abraded by the diesel units separately from that abraded by the remainder of the
train. A wooden box, approximately 30 in long, 4 in wide and 3 in deep, was devised
and arranged so that it could be fastened on top of the rail base immediately under the
gage side of the high rail on a curve (Fig. 3). This box was equipped with a spring
trap door so that any metal abraded by the wheels of the diesel units on the head end
of the train could be collected in the bottom portion of the box. The trap door could be
quickly sprung between the wheels of the last diesel unit and the first ore car so that the
metal abraded by the remaining wheels in the train would be caught on the top of the
trap door and collected separately.
In addition to collecting the metal flakes from the rail and wheels, a motion picture
camera with a floodlight was mounted just inside the high rail to photograph the posi-
tion of each passing wheel flange on the high rail. Fig. 4 shows one of the test trains
approaching for a test run, the camera and the collecting box being evident toward the
left lower portion of the photograph.
First Test Series
Tests were made under two full-tonnage trains on a 7-deg 30-min curve near Con-
neaut, Ohio, on May 26, 19S3, and under three full-tonnage trains on May 27. Trains
were operated on a turn-around movement between Conneaut and Albion, Ohio, a dis-
tance of about 14 miles. Three trains, each consisting of approximately 110 cars and
13,500 gross tons, were sufficient to transport the contents of 1 ore boat between these
2 points. Three turn-around movements were operated in one 8-hr trick, and the same S
diesel units were in use on each train under which the tests were made. For each train
3 diesel units were on the head end and 2 diesel units were on the rear end as pushers.
The test location was on a 1 percent ascending grade and the speed was about IS mph.
The steel flakes and particles ground from the rail and wheels and caught in the box
were removed from the box by means of a small magnet and placed in separate envelopes,
the quantity obtained from the 3 head-end diesel units being placed in 1 envelope and
that from the 110 ore cars and the 2 diesel pusher units in another envelope.
A surprisingly large quantity of metal flakes was collected in the box for each of the
two test runs for the first day. May 26. On the following day a strong wind was blowing,
which appeared to carry most of the metal particles across the rail and a much smaller
quantity was collected. The metal particles as collected separately for the three diesel
units and for the remaining cars and two pusher units are shown in the test tubes in
Fig. S. It will be readily noted from this photograph that a large amount of metal was
ground from the wheels and rail on runs 1 and 2, and that by far the major portion
of this metal came from the cars and the two pusher diesel units rather than from the
three head-end diesel units. In Table A the weight of the metal abraded from the rail
and wheels and collected during one train passage is shown for each run. Col. 2 shows
the weight collected for the three head-end diesel units. Col. 3 shows the average col-
lected per diesel unit. In Col. 4 the weight of the metal removed by the remainder of
the train, excluding the two pusher diesel units, has been obtaind by subtracting from
the total the estimated amount for the two pushing units based upon the quantity per
diesel unit shown in Col. 3. In Col. 5 the average amount of metal removed per ore car
is thus obtained. Comparing Cols. S and 3 it will be observed that for runs 1 and 2,
where most of the metal abraded was apparently collected in the box, the amount of
metal abraded per diesel unit was from four to five times the amount abraded per ore car.
Curve Wear with Diesel Locomotives 271
There may justifiably be some question as to whether the metal might be ground loose
by the three head-end diesel units and removed from the rail by the ore car wheels.
However, the abraded metal particles looked like snow flakes in the glare of the flood-
light and it was apparent during the train passage that metal particles were being ground
continuously by wheels throughout the entire train length. Occasional wheels ground
a larger shower of flakes than others, and it is presumed that they were v/heels with
sharper flanges.
Second Test Series
The purpose of the second test series as previously stated was to evaluate the effec-
tiveness of flange oilers on the diesel units and of rail lubricators in the track in con-
trolling the amount of wheel and rail wear on curved track. The second test series was
run from October 13 to October 2i, 1953, incl. A change was made in the operation
procedure for the second test series. Four diesel units were equipped with Prime Forced
Feed oil-type flange lubricators (Fig. 6). The tests were run with the four diesel units
on the head end of the train and the tonnage adjusted accordingly, rather than use three
head-end units and two pusher units as in the first series. Rail lubrication was provided
by a Meco graphite grease-type rail lubricator (Fig. 7). The second series of tests was
run with four different conditions as follows:
1. Flange oilers on the locomotives working, rail lubricator out of service, and the
rails cleaned off before the test.
2. Flange oilers on the locomotive and rail lubricator on the track both in service
and operating.
3. No lubrication from either locomotive flange oilers or rail lubricator, the rail
being cleaned off prior to the test.
4. Rail lubricator working with the flange oilers on the locomotive out of service.
Generally, five test runs were made for each condition. The results obtained are
shown in Table B. For condition 1, with flange oilers only, it will be noted that for
the first run after the rails were cleaned there was a considerable amount of metal
abraded. This declined on the next two runs as successive passages of the trains built up
an oil film. Between runs 3B and 4B, due to a misunderstanding, two trains were oper-
ated over the test curve without flange oilers, and as a result, the metal abraded was
again large on run 4B. Accordingly, after the runs for condition 2 were completed the
rail was again cleaned, with kerosene, from the track lubricator approximately 1 mile
away to the test location, and runs lOB and llB were made with the flange oilers on the
locomotive only in operation. It will be observed that for both of these runs the amount
of metal abraded was quite nominal. It is evident from these results that the use of
flange oilers on all trains operated around the curve would be quite effective in providing
rail lubrication as well as wheel lubrication, and in reducing the amount of metal abrasion
of wheel and rail to a very considerable extent.
For the five test runs in condition 2, having both rail lubricators and flange oilers,
it is evident that the rail and wheels were quite effectively protected, and that the amount
of metal abraded was practically nil.
For the five test runs shown in condition 3, with no lubrication, the rail was again
cleaned with kerosene and waste between the track lubricator and the test location.
However, it is evident that for the first run with this condition there was sufficient
lubricant remaining on the rail to offer fair protection. On succeeding runs the amount
272 Track
of cutting increased until for the last two runs, ISB and 16B, it was a very substantial
amount.
For test condition 4, having rail lubricators only, it is quite apparent that the rail
and wheels were being effectively protected, and the amount of metal abraded was again
practically nil.
It is evident from the results obtained in the second test series that the use of rail
lubricators can provide practically complete protection against abrasion of rail and
wheels on the high rail of curves and that the use of flange oilers on all power units
would also provide very effective protection, although not to quite the same extent as
rail lubricators.
Tracking Chara'cteristics
The motion pictures taken of the wheel position relative to the high rail showed
very interesting tracking characteristics of the diesel unit trucks as compared with the
ore car trucks. Fig. 8 shows the wheel flange position of the three head-end diesel units
on the high rail (first test series), and it will be observed that in each case the wheel
of the leading axle of each truck was crowding the high rail. However, the wheel of the
trailing axle was quite some distance from the high rail, perhaps as much as ^ to 1 in.
Fig. 9 shows the corresponding wheel flange positions for the first three ore cars in run 1.
It will be observed that also for the ore cars the wheel of the leading axle of each truck
is crowding the high rail and the wheel of the trailing axle is only slightly away from
the high rail — % to % in.
It has generally been considered that the guiding characteristics of a 4-wheel truck
are such that the trailing axle assumes a radial position on the curve and the leading
axle crowds the outer rail. This was observed even as far back as Wellington's time
because he explains this characteristic in his book on The Economic Theory of Railway
Location, Sixth Edition, page 284. Fig. 10 illustrates this guiding characteristic, and it
will be noted from this figure that the distance of the wheel on the trailing axle of a
4-wheel truck from the outer rail may be very simply calculated as the mid-ordinate
to the curve of a chord equal in length to twice the truck axle spacing. Calculations
made for the ore car trucks having an axle spacing of 5 ft 6 in and the diesel trucks
having an axle spacing of 9 ft, indicate that these mid-ordinates are 0.24 in and 0.64 in,
respectively. It appears that these calculated mid-ordinates agree reasonably well with
the positions assumed by the wheels of both the diesel units and ore cars against the
high rail. This would indicate, therefore, that there is no effect of the tractive power on
the diesel trucks to cause excessive pressure of the leading wheel against the high rail.
The greater angulation of the wheel flange against the high rail because of the longer
wheel base of the diesel units might very well explain the increased rate of rail and
wheel wear of the diesel units relative to that of the ore cars.
Conclusions
It may be concluded from these tests that although the rate of rail and wheel wear
with a diesel unit is somewhat greater than for a heavily loaded freight car, nevertheless,
by far the greater amount of rail wear is due to the train rather than the diesel units.
The tests further showed that rail and wheel flange wear on curved track can be prac-
tically eliminated by lubrication with either flange oilers on the diesel units or rail
lubricators in track, or a combination of the two.
Curve Wear with Diesel Locomotives
273
Acknowledgement
These tests were conducted and this report was prepared in collaboration with the
Bessemer & Lake Erie Railroad by the AAR Engineering Division research staff under
the general direction of G. M. Magee, director of engineering research. The actual draft
of the report was written by Randon Ferguson, electrical engineer, and A. L. Flassig,
Jr., test assistant. J. E. Yewell, chief engineer, J. W. Hopkins, engineer of track, and
S. O. Rentschler, superintendent of motive power, all of the B&LE, provided the necessary
facilities and assistance for conducting the tests.
TABLE A
First Test Series
Material Abraded from Rail and Wheel and Collected During One Train Passage
(Weight in Grains)
Three
Per
Total
Per
Diesel
Diesel
Ore
Ore
Rim
Units
Unit
Cars
Car
(1)
(2)
(3)
(4)
(5)
#1
0.50
0.17
3.49
.032
#2
0.49
0.16
4.58
.043
#3
0.23
0.08
0.29
.003
#4
0.15
0.05
0.19
.002
#5
0.20
0.07
1.02
.009
274 Track
TABLE B
Second Test Series
Material Abraded from Rail and Wheel and Collected During One Train Passage
Four
Per
Total
Per
Diesel
Diesel
Ore
Ore
Units
Unit
Cars
Car
Run
Condition 1. - Flange Oilers Only
IB
0.124
0.031
0.468
0.005
2B
0.081
0.020
0.136
0.001
3B
0.024
0.006
0.079
0.001
4B
0.081
0.020
1. 124
0.013
.OB
0.000
0.000
0.000
0.000
.IB
0.007
0.002
0.060
0.001
Condition 2. - Both flange oilers and rail lubricators.
5B
0.030
0.007
0.027
0.000
6B
0.000
0.000
0.001
0.000
7B
0.000
0.000
0.000
0.000
SB
0.000
0. 000
0.000
0.000
9B
0.000
0.000
0.000
0.000
Condition 3. - No Lubrication
12B
0.061
0.015
0.022
0.000
13B
0.060
0.015
0. 120
0.001
14B
0.022
0.006
0.436
0.005
15P
0. 139
0.035
2.428
0.027
16B
0.077
0.019
1.333
0.014
Condition 4. -
Rail Lubricators only
17B
0.010
0.003
0.018
0.000
18B
0.004
0.001
0.012
0.000
19B
0.000
0.000
0.000
0.000
20B
0.007
0.002
0.021
0.000
21B
0.000
0.000
0.000
0.000
Curve Wear with Diesel Locomotives
275
Fig. 1 — Closeup of gage corner of high rail on 7-deg 30-min curve showing
gouging and tearing of metal by the wheel flanges.
Fig. 2 — High rail on 7-deg 30-min curve. Note metal flakes on rail base,
tie plates and ballast.
276
Track
Fig. 3 — Box with trap door for collecting abraded metal flakes by diesel units
separately from that abraded by remainder of train.
Fig. 4 — Test run approaching. Collecting box and movie camera at lower left.
Curve Wear with Diesel Locomotives
277
278
Track
Fig. 6 — Flange oiler used in tests. Each of the four diesel units used
in the test runs were equipped with four tanks, each tank oiling the flanges
of both wheels of one axle, all eight wheels of each diesel unit being so
lubricated.
Fig. 7 — Meco rail lubricator, installed about one mile ahead
of the test location.
Curve Wear with Diesel Locomotives
27Q
2nd Unit
3rci Unit
Fig. 8 — Wheel flange positions of three head-end diesel units on high rail
of 7-deg 30-min curve. Run No. 1 at 10 mph.
280
Track
Isl Car
2ad Car
3rd Ca;
p'
Fig. 9 — Wheel flange positions of first three cars on high rail
of 7-deg 30-min curve. Run No. 1 at 10 mph.
Curve Wear with Diesel Locomotives
281
^f?
R
Fig. 10 — Tracking characteristics of a 4-wheel truck.
Advance Report of Committee 5 — Track
Assignment 8
Field Measurement of Forces Resulting From Rail Anchorage
J. P. Hiltz, Jr. (chairman, subcommittee), L. L. Adams, D. B. Barge, Jr., H. C. Christian-
son, C. A. Colpitts, W. E. Cornell, J. W. Fulmer, R. G. Garland, C. C. Herrick,
A. B. Hillman, M. K. Ruppert, G. R. Sproles.
This report, submitted as information, presents the results of a field test which
involved the measurement, under two-way traffic, of the dynamic forces exerted by rail
anchors on the ties, of rail and tie movement, and also of the resistance of ties to move-
ment in the ballast by static loads. Because this test has accomplished the primary
objective of the assignment, your committee recommends that the investigation be
terminated.
Measurement Under Traffic of the Dynamic Rail
Creepage Forces Exerted on Ties by Rail
Anchors and the Static Load Required to
Move Ties in the Ballast, Near Kansas-
ville, Wis., on The Milwaukee Road
DIGEST
This investigation was conducted for the purpose of developing fundamental infor-
mation on rail creepage and rail anchorage. The tests were conducted on the single-track
main line of the Chicago, Milwaukee, St. Paul & Pacific Railroad between Burlington
and Kansasville, Wis. The track structure consisted of 112 RE rail with 4-hole joint bars,
24 ties per panel, and gravel ballast containing a considerable proportion of sand. The
principal series of tests was conducted during the summer months and included measure-
ments of rail movement, tie movement, and forces exerted by rail anchors on the ties
with four different arrangements of rail anchorage under regular service trains. In addi-
tion, jacking tests were made on the rails to determine the resistance which the tie
would afford to movement in the ballast for three arrangements of rail anchorage. Sub-
sequently, the tests under traffic were repeated in the winter with one arrangement of
anchorage only.
Analysis of the measurements has developed the following information with respect
to these particular tests:
Resistance of the Tie
The resistance to movement in the gravel ballast of 1 tie anchored under both rails
was on the order of 2000 to 2500 lb per rail. With every other tie so anchored, the
resistance per tie ranged from 1500 to 2000 lb per rail, and with consecutive ties so
anchored, the resistance per tie ranged from 700 to 1200 lb per rail. Somewhat higher
values per tie, per rail were obtained with the "end-of-rail" method of anchorage. These
represent summer values. Similar measurements were not made for winter conditions
with frozen ballast.
283
284 Track
Forces Exerted by Rail Anchors on Ties
It was found that several factors influenced the force that was exerted by rail
anchors on ties in track. For simplification, these will be referred to as static forces
(those existing between trains) and dynamic forces (fluctuating forces during the passage
of a train) .
(a) Static Forces
A static or steady pressure of the rail anchor against the tie was found to result
from changes in temperature and from trackmen surfacing the track a short distance
from the test section. Also, it was found that the passage of a train would normally
leave a static force exerted on the ties in the direction in which the train had moved.
The next train, if in the same direction, would tend to increase this force, but if in
the opposite direction would tend to remove it and leave a static force in its direction
of movement.
(b) Dynamic Forces
The forces that developed during the train passage were found to have three distinct
characteristics or causes.
1. The depression curve of the rail between wheels was somewhat longer than the
straight line distance between wheels. Accordingly, as each set of wheels passed and
pushed down the depression curve or wave ahead of it, the rail tended to be moved
slightly in the direction of traffic.
2. Because the rail anchor was located below the base of rail, there was a change
in pressure exerted against the tie by pivoting action of the anchor rotating about the
neutral axis of the rail during the wave action effect of the rail under traffic. For example,
as a wheel approached the tie the rail was inclined so that the forward anchor pressed
against the tie. When the wheel passed over the tie, the inclination was in the other
direction and the pressure of that particular anchor was completely relieved. Theoretically
this pressure would be completely relieved when the wheel was directly over the anchor
at which time the anchor had resumed its vertical position.
3. As the wheel approached the anchored tie and pressure was exerted by the anchor
on the tie due to the pivoting action, the top of the tie tended to be moved ahead or
rocked slightly on its bed. However, as the wheel moved still closer to the tie the increas-
ing vertical load on the tie tended to move the tie back to its original position. Actually,
instead of the pressure against the tie being completely released when the wheel was
over the anchor, there was some remaining pressure due to this return movement of the
tie under vertical load.
The anchor pressures due to (2) and (3) above were generally substantially in
excess of the pressure due to (1), and since all three occurred more or less concurrently,
it was not possible in the test to isolate and definitely evaluate each of them separately.
Measured Anchor Forces
In the four different arrangements of anchors included in the test no outstanding
or significant differences developed in the forces measured between the anchor and the
tie. Measurements made under the rear five freight cars of long freight trains showed
that the static anchor force developed was on the order of 200 to 300 lb per anchor
per rail. The dynamic forces, however, were on the order of 500 to 600 lb per anchor
per rail, so that the combined static and dynamic forces of the anchor on the tie ranged
generally from 600 to 800 lb. The above represent average values, and occasional max-
imum values at individual ties considerably in excess of these amounts were measured.
Measurement of Rail Creepage Forces 285
The highest individual value for pressure of the anchor against the tie was 2930 lb,
which occurred in the winter measurements. However, pressures as high as 2030 lb were
measured during the summer.
Rail Movement
In these tests the amount of rail movement or creepage per 100 cars was least with
lo anchors per rail boxed on alternate ties. The amount of movement was more with
8 anchors per rail, but it did not increase in direct proportion to the inverse ratio of the
number of anchors. With the three arrangements of anchorage included in the dynamic
tests, using S anchors per rail, the order of effectiveness was as follows: (1) boxed in,
(2) anchors placed on each rail against one face of tie only, (3) "end-of-rail" method.
Method of Anchorage
There was no information developed in these measurements which was in conflict
with the results and recommendations derived from the service tests previously reported.
The number of anchors required can best be determined by local observations as to
whether the amount of anchorage provided is satisfactorily restraining rail movement.
These tests confirm other tests that have been reported showing that more efficient
anchorage per anchor can be obtained by anchoring every other tie rather than anchoring
successive ties.
INTRODUCTION
Your committee was given its original assignment in 1943 for conducting an inves-
tigation leading to the determination of the proper "Number and Placing of Anti-
Creepers for Various Conditions.' Three 9-mile service test installations of nine arrange-
ments of rail anchors were placed in single and double-track main hnes of two large
railroads using gravel and stone ballast. After the conclusion of the four year old service
tests, your committee recommended methods for anchoring single and double track.
(AREA Vol. 49, 1948, page 370). The recommendations were adopted for publication
in the Manual of Recommended Practice by the Association at its annual convention,
March 1948, (AREA Manual, 1953, page 5-5-4).
For several years some engineers interested in the subject of rail anchorage have
desired to investigate the dynamic forces transmitted by rail anchors to the ties. In the
summer of 1944, while measuring stresses in test rails on the Chicago, Burlington &
Quincy Railroad, near Lathrop, Mo., for the purpose of designing the new ll5-lb RE
section, a pilot test was made with specially designed weigh bars for measuring the
forces exerted on the ties by rail anchors. The equipment used appeared to be entirely
satisfactory for a more extensive investigation.
Accordingly, after your committee had completed the above mentioned assignment,
it was decided to have such an investigation made in view of the fact that there was
practically no information available as to the forces exerted on the anchored ties by rail
anchors under traffic.
PART 1. DYNAMIC TESTS UNDER TRAFFIC
GENERAL
Scope of Test
This part of the test was planned to include four arrangements of anchorage as
shown in Fig. 1.* Schedule 1 had 8-8 anchors boxed on four alternate ties in each half
* .Ml figures and tables are presented at end of this report.
286 Track
of a track panel and is the same as the present AREA minimum recommendation for
tracks carrying two-way traffic. Schedule 2 included only one-half as many ties boxed
with anchors as Schedule 1. Schedule 3 had 4-4 anchors per rail, but they were not boxed
against the ties. This anchorage was the same as arrangement G used in the Milwaukee
Road, Kansasville to Burlington, Wis., service test. Schedule 4 had 4-4 anchors per
rail boxed on one end of four consecutive ties near the joints, and is known as the "end-
of-rail" method. This is the only schedule in which both ends of the same ties were
not anchored. The foregoing tests were conducted in warm weather. During the following
winter, Schedule 1 was repeated for the south rail only.
Description of Test Location and Traffic
The results of the previous service tests of rail anchorage indicated that more prob-
lems were involved with rail creepage in tracks with two-way traffic than with one-way
traffic. It, therefore, was decided to conduct this test on the single-track main line of the
Chicago, Milwaukee, St. Paul & Pacific Railroad, between Kansasville and Burlington,
Wis., where one of the service tests was located. The panel of tangent track selected for
the dynamic test measurements was located about 200 ft west of M.P. 20, approximately
2 miles west of Kansasville. The grade of the track at the test panel was 0.60 percent
ascending westward. The location of the test house was approximately 300 yd west of a
pronounced sag in the track profile. At the test site the previous arrangement of anchors
in the service test was designated D, having 4-4 anchors for each rail which were boxed
on both ends of four consecutive ties at the center portion of alternate half-track panels.
The track was laid with 1943 112 RE rail, 4-hole joint bars, lYi by 11-in double-
shoulder tie plates, 2 each of cut line and anchor spikes, and improved Fair anchors.
The track had 24 creosoted oak ties per rail length and was ballasted with pit run
gravel containing 40 percent, or more, of sand. The track had not been surfaced out-of-
face since 1943 when the rail was laid. The 1943 rail was being surfaced elsewhere, but
this work at the test location v/as deferred until these tests were completed as it was
desired to make the tests where the ballast had not been disturbed recently.
During testing hours the regular daily traffic consisted of 2 passenger trains hauled by
a 1-unit, 6-wheel truck diesel locomotive, and 2 time freights hauled by 2 to 4-units of
4-wheel truck diesels, both classes of trains being equally divided as to direction. A way
freight train operated in one direction each day and was hauled by a medium size
Mikado (2-8-2) steam locomotive having a small tender. In addition, there was an
occasional extra freight train in either or both directions with steam power. Passenger
train speed ranged up to 70 mph, while for freight trains the top speed was under
60 mph.
All trains operated by the test location normally, except (1) westward way freights
reduced their speed in the sag and accelerated by the test house, and (2) eastward way
freights made a hard service appHcation of the brakes when approaching the test house,
but did not come to a full stop.
TEST SET-UP
Track Devices
The location of the equipment used in the dynamic test panel for the various meas-
urements is shown in Fig. 1. The weigh bars for measurement of the rail creepage forces
transmitted by anti-creepers to the ties were designed and attached to the ties as indi-
cated in Fig. 2, showing a tie equipped with only one weigh bar. The bars were mounted
Measurement of Rail Creepage Forces 287
on the bearing blocks having a semicircular bearing surface so that they would function
as a simple beam with free ends. The bars were of tool steel, but not heat treated. For
each test schedule improved Fair anchors were applied to both rails in 10 track panels
on each side of the test panel to correspond to the anchorage arrangement used with the
weigh bars.
A rail deflectometer was provided for each rail after freezing the joint in the north
rail to prevent rail slippage within the joint. Each spring was 1 in by ^ in by 17 in,
and was attached to the top of a 2-in pipe driven in the roadbed about 4 ft. The Ames
dial indicators (3-in travel) for observing the rail movement and position were mounted
on IJ^-in square bars, also driven 4 ft into the roadbed. The position of the wheels
for each rail was obtained by having an SR-4 strain gage mounted on the gage side of
the upper rail web in the south rail near the center of the test panel for the summer
readings, and over the center of tie IS for the winter measurements. The tie movement
was measured in schedules 1, 2 and 3 by using a hack saw blade attached to a steel
stake. Figs. 3 and 4 show the installation of three of the track measuring devices.
It was necessary to calibrate only the weigh bars in the laboratory as the deflecto-
meters were calibrated in place in the field by turning the machine screw near the free
end of the springs. This made it convenient to calibrate the springs quickly to the sensi-
tivity desired. Two calibrations were required for the weigh bars because some of them
were slightly bent in the static tests and in the dynamic tests during the winter. Four
of the weigh bars were calibrated to the elastic limit, and the relation between the actual
load and stress was found to be close to that computed for a simple beam. These four
bars were then calibrated for stresses above the elastic limit, and the values were plotted.
There was good agreement between the four curves, and the mean curve was used for
converting stress to load on the weigh bar for loads over 2000 lb, equivalent to the
extreme fiber stress over 45,000 psi.
Electronic Stress Measuring Equipment
For each rail the strain measuring equipment consisted of a 12-channel recording
oscillograph, a 12-element strain gage balancing unit and amplifiers, and a regulated
power supply having an oscillator to provide SOOO-c current for the SR-4^j-in wire
resistance strain gages. The power was furnished by a 110-v, 60-c, 2.S-kw gasoline engine-
driven generator. In all cases where two weigh bars were boxed against a tie under
a rail, they were connected in the same channel so that the bar on the west side of the
tie and carrying eastward forces would register in an upward direction on the oscillo-
grams, and the other bar would register in the opposite direction. Clearances were pro-
vided between the bars and the thrust bolts in order to have only one strain gage operat-
ing at a time. This arrangement required 16 channels for the weigh bars in schedules 1
and 3, and 8 channels in schedules 2 and 4, at which time the 2 dynamometer tie plates
were also operating.^ In addition, 2 channels were required for the 2 rail deflectometers
and 1 for the rail stress gage on the south rail for the wheel position marker, together
with one channel for the tie movement deflectometer. The wheel positions were recorded
on both oscillograms by connecting the rail stress gage circuit to a galvanometer in each
oscillograph.
Each of the rail deflectometers had an SR-4 strain gage mounted on each side of
the flat spring near the reaction block. These two gages, measuring equal compressive
1 The report on the measurement of the magnitude and eccentricity of the tie plate loads was
published in the Proceedings, Vol. 54, 1953, pags 1044-1046.
288 Track
and tensile stresses in the same channel, were so connected as to add together in the
tensile direction for an eastward rail movement, and in the opposite direction for a
westward movement. The circuit for the tie movement deflectometer was similar to those
described for the rail movement.
TEST PROCEDURE
Stress Records
Two oscillograms were taken for each train — one for each rail. Generally, in most
tests involving the recording of dynamic strains under traffic, it is only necessary to
have a base Hne immediately before and after the passing of a train. However, in thi,-
test it was desired to record any sudden rail movement and the resulting effect on the
weigh bars before and after taking a record. Accordingly, base lines were also recorded
when the approaching train was Yz mile from the test house, and also when the rear
end had cleared the test panel by approximately the same distance. During the summer
the oscillograms included the locomotive and first and last five cars of the freight trains,
and all of the passenger trains. The winter records included all of each train for obtain-
ing the total number of cars to avoid requesting this information from the railroad,
which was necessary for the records taken in the summer.
Operation of Weigh Bars
During the summer testing the thrust bolts, which engage the weigh bars at mid-
length, were adjusted each morning before the first train, which was generally time
freight No. 75 WB. The clearance generally used was 0.005 in for each weigh bar. This
practice was followed in all schedules, except No. 3, which did not have the weigh bars
boxed on the ties. Except for a few runs at the beginning of schedule 3, for reversed
movements, the thrust bolts were adjusted to engage the forward weigh bars prior to
the run in order to be certain that the primary forward forces would be recorded by
the weigh bars. If this had not been done, no record would have been obtained except
that of releasing the static load from the rearward bars. For successive trains in the
same direction, it was not necessary to adjust the thrust bolts because the preceding train
left them engaged. The conventional anchorage in 10 panels of track each way from
the test panel was left to function normally.
After each run it was necessary to determine, independently of the oscillograph
records, the static load left on each forward weigh bar. This was accomplished by
releasing one thrust bolt at a time and by reading the deflection on the oscillograph screen.
The thrust bolt was then retightened to restore the same static load. From the static
load measured after a test run, the static load on each weigh bar was then determined
for the beginning of the oscillogram.
The winter test only included the south rail of schedule 1. Because the weigh bars
did not have the strength to carry the loads anticipated in the winter when the ties
would have much greater holding power in the partially frozen ballast, the thrust bolt
clearance with the forward weigh bars was set from I'g to ^ in for all freight trains.
In addition, the static force on the backward bars, if any, was released before each
train. In all of the dynamic force measurement tests, the sensitivit> of each weigh bar
channel was such that 1-in galvanometer deflection on the oscillogram was equivalent
to 680 lb force on the bars.
Measurement of Rail Creepage Forces 289
Rail Movement
The rail deflectometers were calibrated after installation at each location by using
the machine screw near the free end of the flat spring (Fig. 3). The sensitivity used
was such that the actual rail movement was magnified 10 times on the oscillograms.
The record obtained from this device was satisfactory for interpretation except for the
rough cast iron wheels on the freight cars, which produced vibrations on the oscillograph
trace.
The Ames dial indicators were used to observe the position and movement of eacli
rail throughout each day. The dials (3-in travel) were read before and after each train
and at frequent intervals throughout each day to detect the movement of the rails
caused by changes in temperature of the rail, etc. A record of the rail temperature was
also recorded throughout each day.
Tie Movement
The tie movement deflectometer was calibrated in the same manner as the rail
deflectometers, except that the magnification on the oscillograms was only five times
the actual movement of the tie (Fig. 4). The movement of the north end of anchored
tie 7 was recorded in schedules 1, 2 and 3, except in schedule 3 it was necessary to move
the spring to tie 0 for westward traffic because the anchors were not boxed in this
schedule.
DISCUSSION OF TEST DATA
Typical Oscillogram
Fig. 5 is presented to show a part of the oscillograph record for a westbound time
freight hauled by a 4-unit diesel locomotive at a speed of 33 mph. The figure includes
for the north rail, eight traces for the rail anchor weigh bars, one each for the rail and
tie movement deflectometers, and one showing the wheel positions at the bottom of the
record. Base lines have been drawn on the record to denote the initial conditions, and
to represent the dynamic zero for the weigh bars, which are designated by tie numbers
(Fig. 1). For this westward train in schedule 1, forward or westward forces and move-
ments are recorded downward on the record. Deflections on the weigh bar traces below
the base lines represent the primary forward forces added by the passing wheels, and
those above the base lines are dynamic partial releases of the westward static forces
on the weigh bars. The initial westward static force on each weigh bar is indicated for
each trace near the left end of the record.
Run 40 was the first one of the day and the westward static loads on the weigh
bars were caused by a westward movement of the rail of 0.05 in after the thrust bolts
were set for the day's testing. Bar scales have been added to the record to show the
extent of the forces and movements. The wheel arrangement for the first 3^ units
of the diesel locomotive has been shown at the top of the record for tie No. S. The
wheel positions, using other offsets, are also shown for the rail and tie movement
deflectometers.
It will be observed from the trace for weigh-bar tie 5 that the downward peaks
occurred ahead of each wheel and the partial releases were behind the wheels. The
longitudinal movement of the rail (on level with its base) is shown by the rail deflecto-
meter trace. It has a consistent pattern of apparent forward movement ahead of each
wheel and backward movement behind each wheel. The sequence of the movements
of the north end of tie 7 is somewhat similar to the rail movement, except for more
290 Track
irregularity. For this record and others taken during the summer, the total tie movement
for a train was about the same as the corresponding rail movement. The pronounced
forward (downward in Fig. 5) movement of tie 7 occurred between the trucks of each
diesel unit and between the two B-units where there was a wide spacing of the trucks.
From the record, it will be noted that neither the rail nor the tie had much progressive
forward movement under 3^ units of the diesel. Under a locomotive pulling hard, the
traction forces oppose the forward progressive movement of the rail caused by the
creepage force which is associated with flattening the rail wave ahead of each wheel.
It will be of interest for a later discussion to note that each trace has a pattern in good
agreement with the wheel spacing.
The total movement of the north rail in this run with 93 cars and 4 diesel units
was J4 in- At the end of this run, weigh bars 3, S and 7 had less static load and the
other five had more westward static load. For example, the high initial westward static
load of 570 lb on tie 5 was dissipated to 220 lb, while tie 17 had the largest increase
from 70 lb to 430 lb. These variations, as well as the differences in the magnitude of the
dynamic forces of the eight weigh bars shown in Fig. 5, demonstrate the wide variations
in the forces transmitted from the rail to the ties by the anti-creepers. At the end of
this record and those of other long freight trains, the rail and tie movement traces
reached an equilibrium position, except for back and forth deviations, and the patterns
of dynamic forces for the last few freight cars for each trace were uniform for successive
cars.
GENERAL DISCUSSION OF THE OSCILLOGRAMS
Because of the complexity and variability of the forces and movements of rail and
ties measured during the summer and winter test periods, no attempt will be made to
discuss the individual characteristics of each test record. The records have been cate-
gorized as to initial conditions and preceding train movements, and will be discussed on
that basis.
Summer Test Records — Constant Speed
All of the records in the summer test, with the exception of schedule 3, had the
same basic form for each trace representing a box-anchored tie. The test procedure was
to set the thrust bolts with a given clearance before the first train in the morning and
allow the traffic during the day to build up static force on the weigh-bar ties as in the
case of conventional anchors. Schedule 3 again was an exception to this rule, because
the weigh bars were not boxed against the anchored ties. The records reflected the con-
ditions which were imposed upon them through variations in traffic, temperature of the
rail, relative position of the rails and ties, etc. Records which were taken of constant-
speed movements usually showed little or no movement of the rail Y^ mile before the
train or immediately prior to the locomotive. There was evidence of some back-and-
forth movement of the rail under the locomotive, but most of the time the effect of
traction offset any progressive forward movement. If the rails were in a free position
to move before the run, then the actual progressive forward rail creep started imme-
diately following the locomotive and continued at a fairly constant rate per car to where
the record was stopped at the end of the first five freight cars. The amount of move-
ment obtained during the period while no record was being taken could easily be accounted
for by measuring the shift of the trace before and after the break in the record. Gen-
erally, for the longer freight trains, the force patterns of the weigh bars had become
Measurement of Rail Creepage Forces 291
uniform and the rail had ceased to move progressively forward for the last five cars.
Full-length records were taken under the short passenger trains, which usually showed
a continuous progressive rail movement under the cars. In comparing the rail move-
ment per car, it was found that there was little difference between six passenger cars
and the same number of freight cars next to the locomotive. For successive train move-
ments in the same direction, there was a marked tendency for the rail movement to be
progressively less for the follc?wing trains because the rails were approaching their limit
established by each method of rail anchorage outs'de of the test panel. As will be shown
in the last part of Table 2, there was a definite range or amplitude of rail movement
for each of the four methods of rail anchorage. The rail assumed a fixed position but
never showed a backward movement extending for several car lengths, which occurred
during certain runs in the winter test.
In general, the oscillograms showed that the total forces increased on the anchored
ties in the case of two or more runs in the same direction. This can be attributed prin-
cipally to the amount of forward static load which each train left imposed upon the
weigh bars for the succeeding run. Under a reversal of traffic, the rail was usually in a
free position to move forward. The ties apparently were more easily pushed or tilted
under these circumstances. It will be noted in Table 1 on maximum forces, that schedule 2
with the greatest number of reversals had the smallest forces, and that schedule 3 with
the fewest number of reversals had some of the highest forces.
The forces at the beginning of a reversed movement in some instances showed only
the dissipation of static loads on the rearward anchor of a boxed tie applied previously
by the preceding train in the opposite direction. The force pattern of the rearward weigh
bar assumed a shape quite similar to that of the forward bar, except that the force peaks
trailed the wheels instead of leading the wheels. After a small forward rail movement,
the rearward bar was disengaged by the thrust bolt and the forward bar was engaged
with resulting forward primary forces resisting rail creepage. The rapidity with which
this action took place depended upon the amount of static load that the rear weigh bar
had built up and the degree of rail movement occurring. The elapsed time between the
two events varied because of the variation in clearances between the thrust bolts and
the weigh bars. The individual wheel peaks, which indicated the force exerted on the
weigh bar through the angularity of the rail, occurred ahead of the wheel on the forward
weigh bar and behind the wheel on the rearward weigh bar.
In schedule 3, the ties were pushed in the ballast in one direction only because of
the anchors being placed on only one side of the tie. For the first few runs in this
schedule the forward thrust bolts were not adjusted to engage the weigh bars for a
reversed movement. An examination of those records for the reversed movements revealed
that for the short passenger trains and the greater portion of the long freight trains,
practically no forces were recorded by the weigh bars. This demonstrated the ineffective-
ness of both the weigh bars and conventional anchors when not boxed against the ties
for anchoring rail against two-way traffic. Occasionally traffic movements succeeded each
other in the same direction during this schedule. In the event of this, the forces on the
ties became quite large. This occurred only after the ties had been pushed in the balla.st
far enough in one direction to assume a very firm position.
Analysis of the shape or form of the actual weigh bar traces under the locomotives
and cars during the summer tests demonstrated the effect of the static loads which the
anchors imposed upon the ties, the angulation of the rail under moving wheels, the
reaction of the tic under dynamic impulses, and the relative motion of the rail. These
292 Track
were the main factors which influenced the appearance of the traces on the oscillograms.
The peaks representing the instantaneous applied forces occurred at definite distances
in front of the wheel when the forward weigh bars were engaged. Following the first
wheel peak there was a partial release of the dynamic load, followed by another force
peak and then a quite sudden release to the dynamic zero base line between trucks of the
locomotive. This pattern repeated itself throughout the locomotive and cars with slight
modifications. Actually, the correlation of measured dynarflic weigh bar forces with the
angularity force of a depressed rail in Fig. 6 showed that a full release was not obtained
between wheels of trucks of a locomotive. The explanation for this condition in the
summer tests was that the relative movement of the tie tended to offset the full effect
of any theoretical release due to angulation of the rail.
In studying simultaneous movements of the tie and rail, it was noted that the tie
moved backward for a short period as each wheel passed over it. This was also apparent
under a freight or passenger car. The progressive movement of the rail, which occurred
during the run, appeared on the weigh bar traces as a cumulative change in the static
base Hne. As the static load increased on the weigh bar while the train moved over the
test section, the corresponding dynamic peaks assumed a greater magnitude. When the
rail stopped its progressive movement, keeping the static load constant, the dynamic
pattern leveled off. On certain occasions the total load upon the weigh bars increased
due to a temperature change causing rail movement. Several oscillograms demonstrated
the effect of movement of the rail caused by a surfacing gang working near the test
section. In these cases the static load imposed upon the weigh bars was quite large and
resulted in a large total force under the front of the locomotives. However, the weigh-
bar ties were moved forward and a large portion of the static load was dissipated by the
first few passing wheels.
Accelerating and Braking Records
In order to observe the results of trains accelerating and braking, it was decided to
have the westbound local freight train accelerate past the test section and apply brakes
on its return trip. The accelerating runs showed little increase in speed because of the
adverse grade. The trains braking were not required to come to a full stop, but the
records showed some deceleration of speed. Generally, there were no very large forces
developed on the weigh bars. However, there were some significant differences in the
rail movement under both conditions in comparison with constant-speed records.
Because of the additional tractive effort produced under an accelerating engine at
low speed, the rail showed an initial movement backward ahead of the locomotive. Fol-
lowing this movement, which occasionally was significant in magnitude, was the usual
back-and-forth rail movement pattern under the locomotive. After the passing of a few
cars, the rail assumed a moderate progressive forward movement. This smaller rail move-
ment under trains accelerating, generally prevented the weigh bar forces from becoming
large ; however, due to other conditions, some of the maximum forces for a schedule
were developed under these accelerating runs.
In analyzing an oscillogram during which a brake application occurred, there was
evidence of interesting variations developed with regard to rail movement. Generally,
the rail moved forward farther in front of the locomotive than for a constant-speed run.
Under the locomotive the rail showed a perceptible progressive forward movement, which
was uncommon for constant-speed runs. If the rail were in a free position to move
forward, the braking runs showed more total rail creepage per car than did the other
runs of comparable train length. There was evidence on only one record that braking
Measurement of Rail Creepage Forces 293
caused higher dynamic forces on the weigh bars than did non-braking runs with com-
parable conditions. The conclusion was reached that the total weigh-bar forces measured
in the braking runs were not greater than that for constant-speed runs. Larger forces
would have been developed if the train had stopped on the test panel. This was avoided
in order to minimize train delay. -
Winter Test Records
The purpose of the winter dynamic test was to develop information on the rail
creepage forces which were transmitted by the anchors to ties in partially frozen ballast.
This was accomplished by taking oscillograms of the weigh-bar forces in the south rail
only, using the rail anchorage of summer schedule 1. Since it was possible to over
stress and permanently bend the weigh bars during the winter, it was decided to set
the thrust bolts with a clearance of iV in to % in before the passing of each freight
train. The bolts for the short passenger trains, however, were set up so as to contact
the weigh bars before each run. The results obtained from this winter phase of study
were significantly different from those in the summer.
The movement of the rail in the winter tests can best be described by breaking it
down into three general categories; (1) steady, with Httle progressive movement; (2)
gradually increasing forward movement; and (A) alternately progressive forward and
backward movement under the train.
A relatively few records had little or no progressive forward rail creepage during
a test run. This generally occurred under the short passenger trains when the forward
weigh bars were engaged by the thrust bolts prior to the run and the rail had reached its
forward limiting position. With the exception of the progressive rail movement, these
passenger runs showed the greatest tendency- to follow the general, overall appearance
of a comparable summer record. Because the forward thrust bolts were engaged at the
onset of each run, these trains developed higher total forces than some of the freight
trafiic.
The remaining two categories pos.sessed one thing in common. Both types started
out with progressive forward rail movement. This extended from the engine back through
a variable number of cars. The movement was usually rapid and accompanied by little
indication of forces on the weigh bars due to the clearance on the thrust bolts in the
test panel. At this point on the records, the movement either progressed slightly, leveled
off with a small amount of force showing, or proceeded to move backward for a few
cars and then forward. The appearance of this action on the force patterns resembled
very closely that of pulsating forces, decreasing like the displacement of a damped spring.
Actually, two conditions were responsible for this response ; the rail had been moved
forward to close proximity of its limiting position, and the ties were offering much more
resistance to creepage in the winter because of the partially frozen ballast.
Two runs in the winter test schedule showed an unusual amount of forward
progressive rail movement, together with very high total forces. This was caused by
having a smaller clearance on the thrust bolts prior to the runs, and thus engaging the
weigh bars near the front end of the long trains. However, the rail did creep extensively
and built up a great amount of static load on the ties. It should be remembered that
there were 10 rail lengths of track on each side of the test panel which were anchored
in the same manner in order to give continuity of the anchorage. These other anchors
controlled the rail creepage even though the anchors in the test panel were not always
functioning.
294 Track
The forces recorded during the winter never attained any great magnitude except
in the case of the aforementioned runs. This does not mean, however, that there were
no forces present. On the contrary, in the case of the two previous runs the forces
became so large that the weigh bars were bent. There was a striking difference in the
component parts which constituted the total force on a weigh bar between winter and
summer records. The summer tests developed constantly increasing static forces on the
ties with corresponding increasing dynamic forces. The ties were relatively free to tilt
and be pushed in the ballast, which tended to limit the amount of static load each tie
could resist. The modulus of track support in the summer was smaller and more deflection
and angularity of the rail were obtained. This situation made it more opportune to obtain
higher dynamic forces. Considering both passenger and freight trains, the ratio of dynamic
forces to static forces was twice as large in the summer as it was in the winter. That
is to say, with the same amount of static imposed upon a weigh bar in the summer and
winter, the dynamic force which is superimposed on this static force tended to be approxi-
mately twice as large in the summer compared with that in the winter. The reason for
this difference was the larger modulus of support, tending to give less deflection and
angularity, and the tight ties in the partially frozen ballast which could tilt backward
against the forward weigh bars much less than during the summer measurements.
The appearance of the weigh-bar force patterns in the winter test showed a differ-
ent pattern representing the release of applied loads on the ties. In the summer records,
immediately after the passing of the front truck of a car, the release of the load occurred
quickly and was sustained longer because of the tie movement in the ballast. The sum-
mer records showed a greater tendency toward a full release for a longer period of time
than did the winter records where the force built up gradually, but distinctly, imme-
diately following the release behind the second wheel of the front truck. In some instances
in the winter test, full release of the dynamic force under a car did not occur.
A study of the simultaneous rail and tie movements from the summer test oscil-
lograms revealed several reasons for the different reactions. The movement of the rail
was taken from the record and superimposed over the tie movement. It should be remem-
bered, however, that the rail movement was not taken at a thrust bolt anchor which
was actually functioning against a tie. Nevertheless, a good comparison showed that
between cars and axles of a truck the ties in summer actually tilted backward as the
wheel had passed over it. This kept the release angle from taking its full effect. In the
case of a static load on the weigh bar, the anchored tie was tilted forward before the
train approached. Upon application of the force by the first wheel of a group of closely
spaced wheels, the tie was tilted forward more before receiving the major portion of the
vertical load. This dynamic action was independent of the static condition of the tie.
As the wheel passed over the tie, it tilted backward, keeping the weigh bar in contact with
the thrust bolt and permitting only a partial release of the dynamic force. Although tie
movement was not measured during the winter, it is assumed that there was sufficient tilt
of the anchored tie to prevent a full release of the dynamic forces between cars or axles
of a truck. The movement required would be less than 0.01 in, and that is judged to
have been possible in the partially frozen ballast. Each sunny day the ballast was thawed
for a depth of 3 or 4 in.
It was noted that the actual progressive forward movement of the rail occurred
immediately after the first truck of a car or diesel locomotive had passed over an anchored
tie. The winter records developed a pattern of forces which more closely approached the
theoretical pattern presented in Fig. 6. The first wheel in each group under 4-whcel truck
Measurement of Rail Creepage Forces 295
diescl units had the largest force, and the forces caused by the following wheels were
smaller. The partially frozen ballast prevented the ties from moving and reduced the
tilting to a small amount, thus providing a high degree of rigidity for the anchored
ties upon which the computed weigh-bar forces were based.
Correlation of the Dynamic Forces with the Wave Action of the Rail
By referring to the oscillogram specimen in Fig. 5, it will be observed that all of
the traces had definite patterns with respect to the wheels. At first, the explanation for
the patterns of the forces on the weigh bars and the shape of the rail movement trace
was not evident. In the meantime, analyses of the weigh bar forces were made for com-
parable trains in each of the summer schedules. These data definitely indicated that the
forces transmitted to the weigh bars by the rail anchors in the four schedules with differ-
ent arrangements of anchorage were not appreciably influenced by the number and spacing
of the anchors. It was then realized that a study of the dynamic and static forces devel-
oped by the weigh bars would not serve as a satisfactory yardstick for judging the rela-
tive merits or effectiveness of the different anchorage arrangements. It appeared that the
dynamic forces on the weigh bars and the apparent back and forth movement of the rail
were the result of the change in angularity of the rail depression curve, or the wave action
of the rail. The thrust bolts engaged the weigh bars 1^ in below the rail base, and the
rail defiectometers were engaged at a point level with the bottom of the rail base.
Assuming that the rail was bending about its horizontal neutral axis, lever arms swinging
through the angular changes of the wave of the rail would then be 4^ in and 3 in from
the neutral axis for the weigh bars and rail defiectometers, respectively.
The foregoing analysis is presented graphically in Fig. 6. The rail depression curve,
as shown in the lower portion of the figure, was computed in accordance with the theory
of the rail being supported on a continuous elastic foundation, which was published in
the Proceedings, Vol. 19, 1918, pages 878-896. Additional information pertaining to the
computation of rail stress and depression was included in Bulletin 447, Sept.-Oct. 1944,
pages 43-50, but was omitted from the Proceedings, Vol. 46, 1945.
The location and width of the zones of maximum angularity of the rail depression
curve were obtained by computing rail depression values at close intervals along the
rail. It was determined that there were no sharply defined points of contraflexure in the
curve, and that for all practical purposes the maximum angles were sustained by the
rail over a distance varying from 3 in to 30 in, depending upon the effect of the number
and spacing of the diesel wheels. The zones of maximum angularity for the A-unit and
the front truck of the B-unit diesel have been designated in Fig. 6 as "f" for the
maximum forward dynamic forces exerted on the weigh bars ahead of each wheel, and
as "r" for the rearward forces behind each wheel. At points where the tangents to the
rail depression curve are horizontal, there is no angularity of the curve, and theoretically,
the force on the weigh bars caused by the angularity of the rail should be released.
From the maximum angles of the forward zones, the 4^-in lever arm of the thrust
bolts contacting the weigh bars, and the flexural characteristics of the weigh bar, the
forces were computed for each wheel. These calculations were based on rigid construct'.on,
and such items as tie tilt, deformation of the anchor, the thrust bolt, and the tie under
the bearing blocks were excluded. The computed curve for the forward dynamic forces
is shown in the upper portion of Fig. 6. For this curve the maximum force values were
plotted on the medians of the zones of maximum forward angles, and zero values were
shown for each horizontal tangent of the rail depression curve. These points were con-
nected with curves drawn arbitrarily. For comparison of the theoretical force curve with
296 Track
that measured, a record without static load on the weigh bar was selected for plotting
in the figure. A comparison of the actual and theoretical force curves indicates good
agreement as to position of the peaks. There is poor agreement between the magnitude
of the actual and computed dynamic forces on the weigh bars, particularly for wheels lA
and 3A. It was not surprising that the forces did not check as well with the calculated
magnitude as the computed position ahead of the wheels. There was considerable varia-
tion in the track play between the rail base and the ballast below the bottom of the
tie because the track had not been resurfaced for several years. In track, the play
between the rail base and the tie bed will directly increase the actual rail depression
and thus greatly affect the angular changes of the theoretical curve. Furthermore, it has
been found in other tests that the characteristics of the elastic foundation of track vary
appreciably from tie to tie. However, many of the summer records and a few of the
winter oscillograms showed the larger forces at wheels lA and 3A.
Only partial releases of the dynamic forces occurred directly under each wheel and
between the axles of all trucks of diesels and cars, and between cars and diesel units,
except for the larger wheel spacing between two B-units, back to back. Full releases of
the dynamic forces were obtained between the trucks of all diesel units and cars in the
summer records because the ties could move or tilt in the ballast when unloaded. How-
ever, this was not generally true for the winter records, because of no tie movement
and little tilting of the tie in the partially frozen ballast.
The summer records showed distinctly that as the rear truck of a car reached a
weigh-bar tie, the tie would tilt backward and prevent a full release of the dynamic force,
until the lead truck of the following car had cleared the anchored tie. Hov/ever, with
the greater wheel spacing between cars, such as passenger cars compared with the smaller
spacing between freight cars, the releases were relatively larger but not complete. It is
possible that the pattern of rail base movement, taken at a point between ties where the
rail was free locally to follow the theoretical rail depression curve, would not necessarily
be identical to the pattern at a thrust bolt anchor which was restrained by the anchored
tie. For the winter measurements, it is assumed that the ties could tilt sufficiently to
delay the full release until the force of the following wheel was initiated. This would
require movement of less than 0.01 in.
It is evident that the measured dynamic forward forces exerted on the weight bars
by the rail anchors were partially due to the angular variation of the wave action of
the rail. The magnitude of these forces was influenced also by the backward tilt of the
tie, which is associated with the magnitude of the static force, and the resistance of the
tie to movement in the ballast. The rail creepage force at each wheel, caused by rolling
out the convex upward curvature in the rail ahead, was masked out. The effect of this
force can be observed from the records of the rail deflectometer where the rail moved
progressively forward between the trucks of each car until stopped by the anchors
outside of the test panel. The accompanying progressive forward tie movement in the
summer occurred quickly after the passing of the trailing axle of the front truck of a car
or diesel, as the forward dynamic force on the weigh bar of the same tie was released.
COMPARISON OF MEASURED FORCES
Comparable Trains
A comparison of the average rail anchor weigh-bar forces was developed for the
rear five cars (excluding the caboose) of time freight train No. 86 EB in each of the
five schedules. In all cases, train No. 86 EB was preceded by a train in the opposite
Measurement of Rail Creepage Forces 297
direction. The forward forces have been summarized and shown graphically in Fig. 7.
Each of the bars in the figure having a time number shows the average of the forces
measured under the 20 axles of 5 freight cars. Although this comparison was based on
comparable train operation in each of the five schedules, it is evident that the rail
creepage forces as transmitted to the ties by the anchors were not appreciably influenced
by the number and spacing of the rail anchors in the dynamic test panel. The forces
were highest in the winter schedule because the ties could not move in the ballast as in
the summer schedules. Relatively large amounts of static were built up on the weigh bars
by a few of the long trains in the winter schedule. This related in relatively smaller
dynamic forces than those obtained during the summer measurements. In addition, other
analyses were made to compare the forces in the five schedules, and none was satisfactory
for judging the relative merits of the four methods of rail anchorage in the test panel.
In view of the foregoing develoument, it is believed that a comparison of the maximum
values of total force on the weigh bars will be of greater interest.
Maximum Measured Rail Creepage Forces
The maximum forces transmitted to the ties by the rail anchors will be of interest
to those concerned with maintenance of way and the manufacturers of rail anchors.
The largest forces measured on the weigh bars occurred in the winter, but some values
were relatively high during the summer because of sudden rail movement caused by
changes in rail temperature or from surfacing the track out-of-face near the test section,
or other reasons.
For each test schedule, the three largest total weigh-bar forward forces were obtained
from the oscillograms for both the locomotives and cars, separately. This information
has been summarized in Table 1, consisting of two parts: one for locomotives, the other
for the cars. It will be observed in the table that some tie numbers predominated in
having the maximum forces. There was no relation between the magnitude of the forces
and train speed. Total weigh-bar forces under 1000 lb are not considered large ones. In
some categories there were no large forces recorded, but the maximum values were
included as a matter of information.
Large forces were not exerted on the weigh bars under the locomotives unless the
thrust bolts were engaged with the weigh bars, and an initial static load was present
prior to the train. Generally, under a locomotive, there was no progressive forward
movement of the rail which built up a static load on the weigh bars. The effect of
flattening the depression curve of the rail tending to move the rail forward was offset
by the effect of tractive force on the rail. In the winter schedule, thrust bolt clearance on
the weigh bars was set from iV to Ys in for the longer trains to avoid bending the
weigh bars. Consequently, most of the records showed no forces under the locomotives
because the thrust bolts had not engaged the bars. The maximum values occurred in
run 16-W, EB passenger train, because the thrust bolts were left engaged prior to the
run. In runs 61, schedule 1, and 45, schedule 3, both north rail, high forces were recorded
under the locomotives because of a sudden jump of the rail which placed large initial
static loads on the forward weigh bars of the ties shown in the table. The rail jump
was evidently caused by an extra gang surfacing track 10 rails west of the test panel.
No large forces were recorded under the locomotives in schedule 2 because each train
operated in the reverse direction of the preceding one, except in one instance (run 23),
which also had no initial static load on the weigh bars due to a relieving rail movement
prior to the run. For reversals of traffic, an appreciable part of the rail movement was
required to dissipate the rearward static force and then engage the forward bar with
208 Track
the thrust bolt. These conditions were not conducive for creating large forward forces
under locomotives.
The highest forces measured in the tests were recorded under freight cars of run
13-W in the winter (see Part 2 of table). For this long train, the forward thrust bolt
clearance was reduced to tW in. Extremely large static forces were exerted on the weigh
bars, and all of the eight weigh-bar traces, except one, swung off the oscillogram. The
maximum force of the trace left on the record was 2930 lb. The trace next to that one
showed a force of 3250 lb at the edge of the record. After this run it was observed that
all of the weigh bars were slightly bent, and two of the eight anchors having thrust
bolts had slipped on the rail base. This occurrence should not be interpreted as indicating
the holding power of the new Fair anchors. During the conduct of these tests, those
anchors having the thrust bolts attached were applied to the rail 10 to IS times, which
tended to reduce their gripping strength on the rail base.
For the other runs in Part 1 of this table with values over 1000 lb, the larger
forces under the locomotives were caused by the presence of static force on the forward
bars prior to the arrival of the train. Similarly, for the other runs in Part 2 of the table,
the larger forces under the cars were attributed to the presence of a static force on the
bars when the rail was free to run. Schedule 3 had the additional advantage of recording
large forces because the anchored ties were moved in only one direction, and developed
higher resistance to movement, the maximum values all occurring after the tenth run
in the schedule. In general, the weigh-bar forces were larger in schedule 3 for the fore-
going reason and because the forward thrust bolts were adjusted to engage the bars for
each reversed movement. This was necessary in order to obtain a record of the primary
forces. Otherwise, the only information recorded on the oscillograms would have been
the dissipation of the rearward static force from the ties anchored to resist rail creepage
on the wrong direction, which would have had little significance. Generally, the forces
were smallest in schedule 2 because all except one train were reversed movements.
It cannot be stated with certainty, but it is believed that these high forces measured
on the weigh bars can also be imposed on the conventional anchors, particularly when
the ballast is frozen. Stripped joints may even cause greater forces to be exerted on the
anchors near the open joint. However, in track, if the anchors are applied properly,
there is a tendency for the forces to be equalized, either by crushing the side of a tic
or by moving anchored ties in the ballast when some of the anchors are stressed more
than the others. Obviously, this is not true in the case of sudden jumps of the rail or
stripped joints.
A'] of the high forces measured are well below the holding power of most types
of rail anchors when new.
RAIL CREEPAGE
Characteristic Movement
The record from the rail deflectomers was taken level with the bottom of the rail
base between ties 14 and 15, several inches from a thrust bolt anchor. For all practical
purposes, it is assumed that the rail movement, including the back and forth deviations,
at a thrust bolt anchor was similar to that shown by the above record. From Fig. 6,
it will be observed that most of the forward rail creepage under a diesel unit can be
attributed to flattening out the long rail wave between its trucks. Because the records
showed that the rail and tie moved backward under the trucks, the progressive forward
movement could only occur between trucks of a diesel unit . or a car. Therefore, since
Measurement of Rail Creepage Forces 299
the rail was restrained from creeping forward until the front truck of a car had passed
an anchored tie, it is evident that the forward rail creepage under a given car was that
which had accumulated under the rear truck of the car ahead and also under the front
truck of the car in question. In other words, the forward rail movement under a car
consisted largely of the creepage caused by the next preceding car. This was confirmed
by the fact that the records showed a forward progressive rail movement after the last
car of a train had passed the rail deflectometer.
Magnitude of Rail Movement
Comparative rail movement in the five test schedules is perhaps the most significant
information obtained in the dynamic tests for judging the effectiveness of the four
arrangements of rail anchorage tested. The summer tests were conducted in the following
order: schedules 4, 2, 3 and 1, thus leaving the adjoining anchors of schedule 1 in place
for the winter measurements. For each test schedule, the same anchorage was also pro-
vided in 10 panels of track each side of the dynamic test panel. Obviously, the anchors
in the 20 track panels, and not those in the test panel, controlled the movement of
the rails.
Although precise measurement of the rail movement was made by two methods,
the variables of train length, class and sequence of the traffic, rail position with respect
to the easterly or westerly limits, and rail temperature during the summer schedules,
made it difficult to compare the dynamic rail movements, except by using comparable
groups of trains. Because of the many variables, the movement for 100 cars was analyzed
in 2 ways. This information is shown in Table 2. In addition, a comparison of the range
of rail movement for the five test schedules is also included in the table. In Parts A and
B of Table 2, schedule 1 (summer) had the smallest rail movement per 100 cars, and
schedule 4 was highest. Schedule 2 was the second lowest and schedule 3 was the third
lowest. Because the trains were running off schedule and sequence during the winter
measurements, no good comparison could be made. However, generally, the rail move-
ment per car in the winter test was approximately SO percent more than in summer
schedule 1. The rail moved more freely in the winter with internal strains in tension.
It was also observed that closing and opening of some of the rail gaps occurred, and this
contributed to the larger rail movement under trains during the winter. Part C, Table 2,
gives a comparison of the average maximum range of movement of the two rails.
Schedules 1 through 4 ranked in the same order as in Parts A and B. Schedule 1-W
(winter) was a little less than in summer schedule 1. This was no doubt influenced by
having the ties partially frozen in the ballast.
Schedules 2, 3 and 4 all had 4-4 anchors to the rail; and the differences in the
effectiveness of the three arrangements of anchorage can be directly attributed to their
spacing and whether they were boxed against the ties. Of those three plans of anchorage,
the performance of the rail anchors in schedule 2, with the anchors boxed on both ends
of four widely spaced ties in a track panel, was good, considering the number of anchors
used. Schedule 4. "end-of-rail" method, was the least effective for minimizing rail creep-
age. Schedule 1, S-8 anchors boxed on two groups of four alternately spaced ties per
rail, was superior in limiting the range of rail movement in the summer.
Because of the presence of skewed ties in the 20 track panels for the 4 arrangements
of anchors, it was not possible to set each anchor in good contact with the ties. If all
of these anchors could have been set in contact with the ties, it is probable that the
range of movement of the rails would have been less, particularly in schedule 1 with 8-8
anchors per rail boxed.
300 Track
It should not be interpreted from this report that the anchorage in schedule 2 is
adequate for controlling rail creepage. Schedule 2 was similar to method F of the service
tests which was in Mile 23 during the 4-year service period. Method F, with four widely
spaced boxed ties per track panel, was also used in other locations during a part of the
test period. After four years' service, method F anchorage in Mile 2h had churned the
anchored ties in 1/2 of the test mile, which had a pronounced summit at the middle
of the mile. In Mile 18, with a shallow sag in the track profile, method F-2, which had
6 ties boxed on both ends per panel, was unsatisfactory because of the anchored ties
being churned in the ballast. Good anchorage must control rail creepage during the four
seasons of a year in which rail movement is subject to the effect of a large range in
temperature, possibly as much as 150 deg F.
PART 2. STATIC RESISTANCE OF TIES TO MOVEMENT
IN GRAVEL BALLAST
GENERAL
Foreword
After completion of the dynamic test schedules during the summer, the same track
devices and electronic equipment were used in other track panels for the purpose of
determining the resistance of the ties to movement in the gravel ballast by breaking the
track at both ends of the test panels and jacking each rail for three methods of anchorage.
As far as can be ascertained, this test was the first one ever to be made by moving several
ties at once and measuring accurately the force carried by each anchor to develop infor-
mation on the tie resistance with respect to position in two groups of anchored ties.
The ballast was pit run gravel of various sizes of stones up to 3 in, and contained 40
percent, or more, of sand. The track had not had a general surfacing for about six year.^;.
Static Test Schedules
Tests were made with three arrangements of anchorage as follows: Schedule 5,
similar to dynamic schedule 1, involved moving two groups of four alternately spaced
ties in a panel of track ; schedule 6 had two groups "of four consecutive ties centered
about the quarter-panel points; and schedule 7, similar to schedule 4 ("end-of-rail"
anchorage) , involved the movement of one end of two groups of four consecutive ties
located near a joint in each rail. Schedules 5 and 6 were included in order to determine
the difference in the resistance of the ties to movement in the ballast when alternately
and consecutively spaced. Schedule 7 was investigated to develop information on the tie
resistance to moving one end and skewing it in the ballast. Schedule 7 was conducted
in a track panel east of the dynamic test panel and schedules 5 and 6 were located in
separate panels west of the dynamic test panel.
Preparation for Static Test Schedules
All of the track devices, except the tie movement deflectometer, were installed in
each test panel in a manner similar to that used in the dynamic tests, except that only
the forward weigh bars were attached to the ties to be moved in the ballast. The Ames
dials were mounted on short steel rods driven in the ballast for the purpose of progres-
sively jacking the two rails the same distance to avoid skewing the anchored ties being
moved by both rails.
In order to facilitate closing up the track for a train quickly, a 39-ft rail was removed
from each side of the track and replaced with one each of 36-ft 3j4-in, 26-in, and 6J/2-in
Measurement of Rail Creepage Forces .501
lengths. The 6^-in dutchman was held in place by using 6-hole joint bars instead of
the existing 4-hole bars. .Another 4-hole joint was placed on the 26-in rail. The 26-in
length provided room for the 2.=;-ton hydraulic journal jack, load cell and blocking, and
the 6V2-in gap provided clearance for moving the rail forward. To avoid slipping of the
jack or load cell. Fabreeka pads were used against the rail ends, jacks and load cells.
A view of the arrangement for jacking the rails and measurement of the load is shown
in Fig. 8.
Because greater forces on the weigh bars and larger movements of the rails were
anticipated, the strain gage channel sensitivity for each was reduced below that used in
the dynamic tests.
The load cells used (Fig. 8) were designed by the AAR research staff under the
direction of R. Ferguson, electrical engineer. The cells were made of nickle-chromium
steel, S.AE 3145, and quenched and drawn to a Brinell hardness of ,500. The cells are
lYz in diameter by 4 in long, with the center portion having a 1-in diameter for stress
measurement. Two SR-4, J^-in rosette wire resistance strain gages were mounted on ri
diameter at the mid-length of the cell. The longitudinal components of the rosettes con-
stituted the working gages, and the transverse components served as balancing gages in
the strain gage circuit. Each cell was encased with circular brass plates to provide
protection for the strain gages and wiring.
.\ laboratory calibration of each cell was made in a compression-tension testing
machine for determining the relation between the applied load and the measured stresses
in the 1-in diameter portion. The calibration extended to a maximum load of 75,000 lb
without developing permanent set in the cells. Because the balancing strain gages were
subjected to the Poisson effect of the primary compressive stress in the strut of the load
cell, the measured stresses included the Poisson stress. The load conversion factor for
each cell was constant, and the Poisson stress (tension) was 24 percent of the direct
compressive stress.
All of the rail anchors were removed from the rails which were to be jacked, except
those having the thrust bolts for engaging the weigh bars.
DISCUSSION OF TEST DATA
Oscillograms
An oscillcgraph recording was taken for each rail during the jacking period. Because
the oscillograms were simple and easy to interpret, no specimen will be presented. For
each pull on the jacking lever, the rail deilectometer traces had an offset in the trace
which leveled off parellel to the base line. Because of the characteristics of the hydraulic
journal jacks, after each loading movement of the jacking lever the load dropped slightly
from the maximum reached for each step in the trace. This pattern was also reflected
in the traces for the forces on the weigh bars to a lesser extent, but was not apparent
on the trace for the rail movement. Simultaneous values of the jacking load and weigh
bar forces were read from the records for the maximum values for each step in the
traces.
Static Forces vs. Rail Movement
A resume of the measured static forces applied to each weigh bar in both rails for
a rail movement up to 0.30 in is presented for the three schedules in Figs. 9, 10 and 11.
In addition, the jacking load required for the rails in each side of the track is shown
in the graphs. The number of rails that were moved longitudinally is shown for each
302 Track
curve. Later, the jacking loads will be analyzed for determining the average restraint
from friction and binding of the rail against the tie plate shoulders. A location plan of
the test panels with the anchored tie numbers is shown in the upper right portion of
each figure. The legend for the curves by tie position in each group of anchored ties is
shown in the upper left portion of each figure. The front tie in each group is the one
farthest from the jacks. Generally, the front ties would be expected to have the greater
resistance to movement in the ballast after the curves assume a decreasing slope. Because
of the many variables in track and ballast, there were several exceptions to this natural
characteristic for some of the weigh bars.
In Fig. 9, schedule 5, for moving in the ballast two groups of four alternately spaced
ties, the curves for the weigh-bar forces were relatively straight and closely grouped up
to 0.l5-in rail movement in the north rail and to a lesser extent for the south rail.
At 0.30-in rail movement the forces on the weigh bars varied from approximately lOCO
to 2500 lb. The mean curves indicate that the ballast started to yield at a rail move-
ment of approximately O.lS in. A number of the individual curves assumed a descending
slope, and the forces for the maximum rail movement were smaller than those for a
lesser rail movement. In this schedule only, the movement of the unanchored ties of the
test panel was checked after jacking the rails 1 in. The movements ranged from % in
for tie 4 near the jacks to iV in for tie 21 near the opposite end of the test panel. It was
also observed elsewhere along the rails being jacked that an occasional unanchored tie
had been moved in the ballast. This explains why the required jacking load was of such
large magnitude.
Schedule 6, Fig. 10, for moving two groups of four consecutively spaced ties, had a
widely different pattern in the weigh-bar forces as compared with schedule 5. The values
had more scatter than in schedule 5, and the ballast started yielding with less rail move-
ment. At 0.30-in rail movement, the range of forces was from about 200 to 3100 lb,
compared with 1000 to 2500 lb for schedule 5. With the ties alternately spaced in
schedule 5, the uniformity of the tie resistance to movement was superior to that of the
consecutively spaced ties in schedule 6. This greater uniformity of resistance should
cause less disturbance in the ballast. The mean curves for schedule 6 show little increase
in resistance beyond about 0.20-in rail movement.
In Fig. 11, schedule 7, the front tie in each group of four consecutive ties anchored
on only one end had the largest forces after a rail movement of about % in. The
scatter of the forces at 0.30-in rail movement for the other three tie positions was the
smallest in this schedule. The lowest individual curves in schedule 7 were well above
several curves in schedule 6. The mean curves had a gradual decreasing slope from a
point close to the origin, but had not leveled off at 0.30-in rail movement, as in
schedule 6.
Fig. 12 is included to give a comparison of the tie resistances for the three schedules
by position in the groups of ties moved in the ballast. In all schedules the front-position
ties resisted the larger forces, and schedule 5 had the forces more nearly equalized for
the four positions. Curves for the second-position ties were the next highest in all three
schedules. The rear ties were the third highest, and the third-position ties, the lowest'
in each schedule. The mean curve is the lowest in schedule 6 and highest in schedule 7,
in which the ties were skewed in the ballast. The characteristic leveling off of the mean
curve in schedule 6 is in evidence.
A summary of the average resistance of the ties per anchor to movement in the
ballast for the three schedules is given in Fig. 13 and Table 3. Values for schedule 7 were
the largest for all increments of rail movement, but those for schedule 5 were only slightly
Measurement of Rail Creepage Forces 303
less. For the larger rail movements the curve for schedule 6 was well below the curves
for the other schedules. F"or rail movement of % in or more, the excess resistance of
the ties in schedule 7 over that for schedule 5 was very moderate considering that in
schedule 7 the ties were also being skewed in the ballast.
.■\t !,s-in rail and tie movement, the resistance of the ties per anchor was 1180,
1010 and 12S0 lb, respectively, for schedules 5, 6 and 7. The uniformity of the individual
values at J^-in rail movement was the best in schedule S, ranging from 800 to 1460 lb.
Schedule 7 was the next bejt with a range from 620 to 1660 lb. Schedule 6 was the
poorest, with a range from 220 to 2160 lb. Likewise at i^e-in tie movement, the uni-
formity of the forces in the ballast was best in schedule 5 and the poorest in schedule 6.
By having a greater uniformity of rail creepage forces acting in the ballast, as in
schedule 5, there should be less disruption of the ballast in the cribs and less expense
in retamping the ties. For all practical purposes, the holding power of the gravel ballast
when not frozen should be considered not to exceed 1200 lb per anchor for rail move-
ment not exceeding ys in. Schedule 7 had somewhat the highest resistance values per
anchor, but the ties in the original service tests were skewed in the ballast in some loca-
tions, which spoiled the line and gage of the track as well as the tamping. In one of the
service tests it was necessary to surface out-of-face 3 miles of track to correct the track
conditions for high-speed operations where this method of anchorage had been in use.
Binding and Frictional Forces Per Tie Plate
In Figs. 9, 10 and 11, curves were included to show the total jacking loads required
to move the rails in the static tests. From simultaneous values of the jacking load for
each rail and the summation of the forces exerted on the anchored ties being moved
in the ballast, the jacking load required to move the number of rails indicated in the
figures was determined. These values were then converted to the average force exerted
on the unanchored ties per tie plate. These data are represented by the curves shown
in Fig. 14. The rails were jacked to the west for schedules 5 and 6, which were con-
ducted in panels west of the dynamic test panel. Schedule 7 was conducted in a panel
east of the dynamic panel by jacking the rails eastward. The tests were conducted in
the following order: Schedule 6 with consecutive anchored ties, schedule 7 with con-
secutive ties anchored on one end, and schedule 5 with the anchored ties alternately
spaced. In the first test, schedule 6, the trace for the south rail jacking force went off
the record at 0.09-in rail movement because of the large binding force on some of the
unanchored ties. The spikes were lifted in four ties to avoid disrupting the ballast.
The curves include friction between the tie plate and rail which is estimated at
15 lb per tie plate, which is small in relation to the binding force caused by the skewecf
ties. For schedule 5 and the north rail of schedule 6, the binding forces reached maximum
values from 280 to 415 lb per tie plate, while those for schedule 7 were between 550 and
600 lb. These forces were highest in the latter schedule because the eight ties being
moved on one end were being skewed in the ballast. This increased the binding force
on the unanchored end of these ties.
After moving the rail 1 in. in schedule 5, the relative movement between the rails
and unanchored ties was observed. It was found that the unanchored ties had moved
in the ballast from ^ in near the jack to is in at the other end of the test panel.
It is not known that these high binding resistances of the unanchored ties are
effective in resisting rail creepage. However, m the service tests conducted prior to this
investigation, it was observed that unanchored ties had been moved in the ballast by a
ratchet action. It is known now that the ratchet action was due to the progressive rail
304 Track
creepage increment for each car of trains operating in one direction, but not the other.
In those instances the binding force was apparently much greater in one direction than
in the other. In the dynamic tests the rails moved freely over the range of rail move-
ment which the conventional anchors established for each method of anchorage.
A record of the above mentioned ratchet action was obtained in schedule 3 when
the tie deflectometer was accidently engaged with the north end of the wrong tie for
the 7-car passenger train No. 25, WB, hauled by a 6-wheel truck diesel unit. The weigh
bar on the tie was for eastward forces only, and there was no force transmitted to the
tie in a westerly direction except that caused by friction and binding of the rail base.
Both the tie and rail were moved in the ballast 0.05 in for this short train. It was
skewed 4^4 in prior to the beginning of the dynamic tests. This explains why in the
previous service tests in the same stretch of track in vicinity of Kansasville some of the
unanchored ties had been moved very close to the anchored ties.
The magnitude of the friction and binding forces are considered abnormally large,
and were the result of skewed ties causing the rail to bind between the tie plate shoulders
and actually move some of the unanchored ties outside of the static test panels.
SUMMARY AND CONCLUSIONS
Dynamic Tests
These conclusions are based on Part 1 of this report covering the measurement
of the forces exerted on the anchored ties and the movement of the rail and ties under
two-way traffic.
1. The position of the primary maximum forward forces recorded on the weigh bars
occurred ahead of each wheel before it reached the rail anchors which actuated the thrust
bolts against the weigh bars. In cases where the rearward bars were engaged, those
maximum forces occurred behind the wheels. These patterns of forces were satisfactorily
correlated with the calculated angular variation of the rail depression curve, more com-
monly called the wave action of the rail. These angular changes swung the thrust bolts
with a lever arm of 4^ in from the neutral axis of the rail and exerted forces on the
weigh bars. Simultaneously with these forward forces, the rail creepage forces caused
by rolling out the convex upward wave ahead of each wheel were present, but were
masked out by those caused by the angular changes of the rail. Because of these
phenomena, the dynamic forces (including the static loads on the weigh bars) proved
to be unsuitable for judging the relative merits of the four methods of rail anchorage
'ested in schedules 1 to 4, incl.
2. It was determined that the magnitude of the total primary forward forces was
greatly influenced by (1) existence of a static force on the weigh bar, (2) freedom of
forward rail movement, (3) amounts of simultaneous backward rail movement and the
accompanying backward tilt of tie at the wheels, and (4) the stability of the tie in the
ballast bed. The greatest forces on the weigh bars occurred under the cars during the
winter measurements when the ties were partially frozen in the ballast. The pattern
of the magnitude of the dynamic forces during the winter measurements, except when
the static forces were large, was in better agreement with the computed forces, because
of the rigidity of the ties in the partially frozen ballast. Sudden movement of the rail
in the summer measurements caused by changes in rail temperature or disturbing the
track by a surfacing gang resulted in large forces, particularly under the locomotives.
No very large forces were measured under the braking and accelerating movements
made by the way freight trains, although some of the maximum values for a schedule
Measurement of Rail Creepage Forces 305
were recorded lor these trains during the summer tests. If the trains had been braked
to a full stop on the test panel, it is quite probable that the forces on the anchored ties
would have been greater because large forces have been measured in the rail in connection
with tests on bridges.
It was found that the magnitude ul the dynamic forces was not a function of the
train speed.
From an analysis of the rearward and forward forces e.xerted on the anchored ties
by the thrust bolt anchors, it is evident that in the case of using two-way anchors in
track they will subject the ties to the rearward forces as well as the forward forces.
These rearward forces have no value as to restraining the normal rail creepage in the
forward direction. It seems obvious to conclude that with the two-way anchor the
average magnitude of the rearward forces will be appreciably less than the corresponding
forward force value because the rail movement and tie tilt are in the wrong direction
to aid in building up those forces. However, the accompanying reversals of force on the
spikes that transmit the forces to the anchored ties will hasten the crushing of the wood
and enlarge the spike holes.
3. It should be remembered that the rail deflectometers were used to measure the
movement of the rail on level with the bottom of the base. The apparent forward anrl
rearward movement of the rail for each wheel was the result of the ,i-in lever arm (from
the neutral axis of the rail) acting through the angular changes of the rail depression
curve. Generally, in the summer measurement.^, there was no progressive forward move-
ment of the rail under the locomotives. However, in a few instances the rail moved
backward, ahead and under the locomotives, and occasionally there was a slight forward
movement. In all cases the apparent forward and backward rail movement for each
wheel was discernible from the records. Under a long freight train, the progressive forward
rail movement under the first few cars was at a more rapid rate than for the succeeding
cars. Under the rear portion of those trains, the movement leveled off. except for the
back and forth movement for each car truck. Likewise, the pattern of the weigh-bar
forces was uniform for the last few cars. The largest rail movement for a long train
occurred with a reversal of traffic. Movement per car decreased with succeeding trains
operating in the same direction because of approaching or reaching the limit of the rail
movement established by the conventional anchors each side of the test panel.
The movement of the rail caused by an accelerating train showed the result of addi-
tional tractive effort at low speed .An anahsis of the record revealed that the rail moved
backward ahead of the locomotive. Immediately after this movement, which on occasion
became quite large, there was the usual back-and-forth rail movement under the locomo-
tive, followed by a moderate progressive forward movement of the rail under the cars.
In comparing records of accelerating versus constant-speed runs with trains of com-
parable length the movement per car was slightly less in the accelerating than it was
in the constant-speed runs.
In the event of a brake application, the rail moved forward in front of the locomo-
tive. There was a tendency for the movement to be forward again directly underneath
the locomotive, a condition which was not apparent in constant-speed runs. The results
of a summary involving a number of braking runs and constant-speed runs indicated
that, with comparable conditions, the hrakinu runs showed more movement per car than
in the constant-speed runs.
During the winter measurements, a ver\ unusual rail movement occurred undi-r
a few long freight trains. For these runs, the dial readings indicated that the rail had
306 Track
reached its limiting forvv'ard position as fixed by the anchored ties outside of the test
panel. Under the rear portion of these trains, the rail moved progressively backward and
forward for several car lengths. The rail was very tight in the forward direction and
this, together with the tensile stress in the rail set up by the temperature differential
from summer to winter, caused the rail to move backward under these trains. The
rearward rail movement was small, ranging up to 0.02 in, which was insufficient to
engage the rearward weigh bars and produce rearward forces. The forward progressive
rail movements were accompanied by moderate forward dynamic forces on the weigh
bars, which disappeared completely with the backward rail movements. In these runs
the conventional anchors relieved the weigh bars of the large forward forces.
4. The rail movement per car and the total range of its movement for the four
summer dynamic test schedules are the most pertinent information obtained for judging
the effectiveness of the four arrangements of rail anchorage. In this respect, schedule I
(Table 2) was best with the lowest values, and schedule 4, with the largest values, was
least favorable.
5. The tie movement deflectometer measured the displacements of the north end
of the tie at a level 1>^ in below the top, and the record obtained included tilting as well
as the progressive movement. In general, the tie movement record was similar to that
of the rail for each truck, and for a train the total movement was the same as that
for the rail. There was one outstanding difference between the two records, which was
caused by the tilting of the ties in the. ballast. Although the tilting movements were
rather small, ranging up to 0.02 in, they had an important effect on the weigh-bar forces
because 0.01 in deflection of the beam required 700 lb. When the anchored tie had little
or no live load, it could be tilted or rocked forward with a moderate amount of stati:
load ahead of the train. It is also possible for the dynamic forces to produce a small
forward additional tie tilt ahead of the wheel and before the tie plate received much
load between widely spaced wheels. As the wheels approach the tie, it tilts backward
to a normal bearing. This movement will add some dynamic force to the forward weigh
bar in some cases and always provide sufficient restraint to prevent full releases of the
dynamic forces between cars and axles of a truck.
It has been demonstrated that a tie was moved in the ballast without being pushed
by an anchor. This so-called ratchet action utilizes the friction and binding force between
the rail and tie plate and tends to move the ties in only one direction, resulting in skewed
unanchored ties. Sometimes unanchored ties were moved close to the next tie in the
service tests of rail anchors in the track near Kansasville. It is judged that these events
are more prevalent in ballast with lower values of holding power than in the types of
ballast that provide the ties with greater resistance to movement.
6. It has been shown that a portion of the rail creepage force transmitted to the
side of the tie by a rail anchor was a function of the angular changes of the rail depres-
sion curve and the length of lever arm from the neutral axis of the rail. Those types
of rail anchors which extend farthest below the rail base and are rigidly fastened to the
rail base with the longer lever arms, will exert larger forces and probably crush the
ties more. .,
Static Tests
Although the average force per rail anchor to move a tie in gravel ballast in schedule
7 ("end-of-rail" method) was the greatest, it did not exceed the corresponding value
in schedule 5 as much as would be expected. Considering the small difference in
resistance to tie movement and the maintenance problems caused by skewed ties in
Measurement of Rail Creepage Forces 307
schedule 7, schedule 5 with prcatcr uniformity of the force distribution in the ballast
is by far the best arrangement for track. Schedule 6 has the lowest average resistance
per anchor for rail movements over y^ in, and the largest variation of the forces in the
ballast. Anchoring alternate ties is the optimum for effective anchorages at overall mini-
mum cost, except in special locations where more anchors are needed to control rail
creepage. Efficient and economical utilization of the holding power of the ballast to
control rail creepage cannot be achieved by bunching rail anchors beyond the capacity
of the ballast in a portion of a panel of track, and failing to use the other portion.
From other static tests made in different types of ballast by others, it is judged
that the gravel ballast tested provided a low holding power for the anchored ties.
From the information given on the magnitude of binding and friction forces on the
unanchored ties, it is detrimental to track to use anchors in such a manner as to cause
skewing of ties. Skewed anchored ties will tend to skew adjacent unanchored ties. The
large binding forces, together with information from the dynamic tests, fully explain the
ratchet action in track which has resulted in unanchored ties being moved in the ballast.
ACKNOWLEDGEMENT
The conduct of this test and preparation of the report were under the general direc-
tion of G. M. Magee, director of engineering research, AAR. The test was planned and
the report was prepared by H. E. Durham, research engineer track, who was assisted
by A. D. Van Sant, assistant research engineer track, and members of the track staff.
The field stress measurements were conducted under the direct supervision of M. F.
Smucker, assistant electrical engineer.
The Association gratefully acknowledges the fine cooperation and keen interest on the
part of the Milwaukee Road, and also the P.&M. Co. which furnished the test anchors.
308
Track
TABLE 1 COMPARISON OF THE THREE LARGEST VALUES OF TOTAL FORCE EXERTED ON THE RAIL ANCHOR WEIGH BAHS
UNDER LOCOMOTIVES AND CABS FOR EACH RAIL AND TEST SCHEDULE
Part
1.
LOCOMOTIVES (See loot nnlos).
1
NO!<TH
RAIL
SOUTH HAIL
Run
No.
Loco-
motive
Train
Direc
n-.ph
Tie
No.
Woiirh Bar Force in lb
Run
No.
Loco-
motive
Train
Direc-
tion
mph
Tie
No.
Welsh Bar Force In ]\,
Static
Dyn.
Total
Static
Dyn.
Toial
SCHEDULE IW - WINTER |
North Rail Exc
ludej in Winter
Test
16-W
l-U(S)
Pass.
En
6S
21
16
17
ItC
1-^
190
510
460
430
6'ju
630
520
Average
610
SCHEDULE 1
fil
4-U(4)
T. Frl.
WB
35
7
5
1050
1050
1300
800
800
• 1960
1850
1850
52
2-8-2
X. Frt.
EB
27
5
260
260
260
850
840
830
1110
1100
1030
Average
1890
1100
SCHEDULE 2
18
23
4-U(4)
4-U(4)
T. Frt.
T.Frt,
EB
EB
42
45
3
19
0
0
0
640
570
560
640
570
560
27
2-8-2
L.Frt.A
WB
16
19
3
0
0
0
430
430
380
430
430
380
Average
590
410
SCHEDULE 3
45
4-U(4)
T.Frt.
WB
27
5
15G0
1560
1560
470
460
60
2030
2020
1620
■ 47
4-U(4)
T.Frt.
EB
20
19
4*10
410
410
1500
1430
1330
1910
1840
174U
Average
1890
16.J0
SCHEDULE i
2
2-8-2
L.Frt.
EB
3G
8
360
360
360
940
920
870
1300
1280
1230
11
4-U(4)
T. Frt.
EB
51
19
0
0
0
710
680
660
710
680
660
Average
1270
680
Pa
t 2.
PASS
ENGER OR FREIGHT CARS
SCHEDULE IW - WINTER
North Rail Excl
nded in Winter
Test
13-W
4-U(4)
X. Frl.
WB
47
3
2750
180
2930
SCHEDULE 1
R5
2-8-2
Lfrt.A
WB
23
15
240
240
240
990
990
980
1230
1230
1220
65
57
2-8-2
2-8-2
L.Frt.A
L.Frt.B
WB
EB
23
37
5
5
150
220
210
1250
1150
1130
1400
1370
1340
Average
1230
1J70
SCHEDULE 2
25
4-U(4)
T. Frl.
WE
42
15
270
270
270
1450
1390
1360
1720
1660
1630
27
2-8-2
L.Frt.A
WB
IS
7
90
90
90
700
680
630
790
770
720
Average
1670
760
SCHEDULE 3
40
I-U(C)
Pass.
EB
fi6
7
330
410
360
1190
1090
1130
1520
1500
1490
48
2-8-2
L.Frt.B
EB
31
19
230
230
230
1370
1330
1300
1600
15KU
1530
Average
1500
1560
SCHEDULE 4 1
14
2-8-2
L.Frt.A
WB
18
7
370
370
370
870
860
650
1240
1230
1220
11
2
11
4-U(4)
2-8-2
4-U(4)
T.Frt.
L.Frt.
T.Frt.
EB
EB
EB
51
36
51
19
19
19
60
190
20
6 20
630
750
900
820
770
Average
1230
830
Noles:
4-U(4) = Four 4-whL-el truck Jicsel uiiils. l-U(B) =One n-whuel truck diesel unit. 2-8-2 = Moderate weight Mikado steam locomotive. In thi;
train columns: T = Time freight Nos. 75 or 8fi, L = Way freight Nos. 95 or &fi. X = Extra train, A <= Train accelerating. E = Train braklnfe.
Runs with the direction underlined were preceded by a train operating in the same direction. Speeds shown for trains braking; or acceleralin*
are for the locomotive at the test panel.
Measurement of Rail Creepa ge Forces
309
TABLE 2. COMPARISON OF RAIL CREEPAGE FOR FOUR METHODS OF
RAIL ANCHORAGE ON THE MILWAUKEE ROAD NEAR KANSASVILLE, WIS.
No.
Avg.
Avg. Movement of Both Balls
Rail
Per
Relative
Schedule
of
Temp.
Total
100 Cars
Movement
No.
Cars
Of.
in.
tn.
Percent
A. Rail movement determined from the oscillograms for four typical daily
trains which operated in the following order: WB time freight, EB passenger,
WB way freight and EB time freight.
1
194
106
0.483
0.249
100
2
240
93
0.720
0.300
121
3
195
101
0.682
0.350
141
4
188
80
0.897
0.477
192
B. Rail movement from dial readings, including the effect of rail temperature
changes, for 2 or 3 typical days in each schedule.
1
571
104
1.496
0.262
100
2
500
90
1.596
0.319
122
3
647
93
2. 184
0.338
129
4
699
90
2.730
0.391
149
In the above comparisons, a steam locomotive was equated to two cars and a
diesel unit to one car. Schedule 1-W for the winter test was omitted because
the daily trains did not operate in the same sequence as during the summer.
C. Maximum range of movement of both rails (including the effect of tempera-
ture changes) obtained from the dial readings. Range of rail movement is
defined as the distance between its extreme easterly and westerly positions.
Schedule
No. of
RaaiiC of Rail
1
Avg. Max. Range of Both Ralls
No.
Days
Temp. °F.
in.
Relative Percent
1
4
124 - 72 = 52
0.347
100
2
3
113 - 76 = 37
0.424
122
3
4
118 - 67 = 51
0.546
157
4
4
128 - 74 = 54
0.591
170
1-W (winter)
6
49-25 = 24 0.321
93
310
Track
ro — <T> h- in ro —
(VJ cj — — — — —
il 1
O)
If) rO —
T |oi I _L
T
M — IH-H
w-
8 8-
U [
' I f i|oj| |l
Schedule I
Tloil
+
TF
Schedule 2
t|oi| ^
WB. EB
Y T
ip]— J^
Schedule 3
Tloil
+
W
I— I
— 4 4--
Schedule 4
l|l Rail anchor weigh bars recording forces on the ties .
T Rail deflectometers for recording longitudinal movement.
o- Ames dials for measuring roil movement,
T Wheel position marker.
T Deflectometers for measuring tie movement.
Fig. I. Four Arrangements of Rail Anchor Weigh Bars for
Measurement of the Forces Exerted on the Ties
Under Traffic in Both Directions.
Measureme nt of Rail Crecpage Forces
311
"o
-Nr
I I
4
jrtllZ RERoilBose
r-U.^l-l-JiL
^
!lf~SR-4 Strain Gage
t
I I
TIT
I 1 1
Weigh Bar
il
-Nr
Improved Fair Rail Anch(
\. X 10
Bearing Blocks
Weigh Bar, \- in sq. x 10
Fig. 2. Plan of Weigh Bar for Measuring Rail Creepage Forces
312
Track
) ig 4 l>c4l6ctomet«i tor M«'SS«r«'K!<5Bt Oi' "
Measurement of Rail Creepage Forces
313
314
Track
PJDMJOJ pJ0«>|309
uj 10 0 "! uoissajdso |ioa pajoinaioo
Measurement of Rail Creepage Forces
315
South Rail
North Rail
Avg.
20
Note ••
The north rail wos excluded from
the winter measurements.
The maximum total force on each
forward weigh bar for each axle of
the rear five freight cars (excluding
the caboose) were averaged for
eoch onchored fie and roil.
^- Maximum Total Force
|— Average Total Force
Average Dynamic Force
Average Static Force
Schedule I W- Winter Run I7W 40 mph
^ g
7/. O.
^ ^
^ ^
yy
1
2! 19 17 15 9 7
Tie Numbers
Avg
17 15 9 7
Tie Numbers
Avg. Avg.AII
Schedule I
44 "mph
?
4-
19 .,15 7
Tie Numbers
Avg
15 7
Tie Numbers
Avg Avg.AII
44 mph
I ^
LM
M
15 7
Tie Numbers
Avg.
15 7
Tie Numbers
3 Avg Avg All
50 mph
ft ft
^ \A
i i__l
il-
22
21 20
Tie Numbers
19 Avg
9 8
Tie Numbers
Avg Avg. All
Schedule 4
Run 6
44 mph
Fig. 7 Comparison of the Meon Measured Forces on the Weigh Bars in All Test
Schedules for the Reor Five Freight Cars in Tram No 86, E B, (Preceded
by 0 W B Train )
316
Track
Measurement of Rail Creepage Forces
317
qi 000
ui pDO"i iog n6i3M
318
Track
qi 0001 "! pool 5u!)|0Dp puD q| OOI "J! POO"! -"^a M^i^M
Measurement of Rail Creepage Forces
319
qi 0001 "! pool 6u|>|0Dp puo qi OOI "Ji POOl ^°Q m6i9M
320
Track
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Measurement of Rail Creepage Forces
321
0.05 0.10 0.15 0.20 0.25
Longitudinal Roil Movement in Inches
Fig. 13. Comparison of the Mean Weigh Bar Loads
for Schedules 5, 6 and 7.
0.30
Roil
Movement
inches
Average Lood on Weigh Bars in lb.
Schedule 5
Schedule 6
Schedule 7
1/16
600
640
770
1/8
1180
1010
1280
3/16
15 40
1220
1630
1/4
1770
1250
1820
5/16
1810
1210
1890
Table 3. Sunnmary of Resistance of Ties to
Movement in Ballast for Schedules 5.6 and 7
322
Track
.2 3
CO
0 0.05 0.10 0.15 0.20 0.25 0.30
Longitudinal Rail Movement in Inches
Fig. 14. Comparison of Binding and Friction Forces per Tie
Plate on Unanchored Ties for Schedules 5,6 and 7.
Report of Committee 16 — Economics of "Railway
Location and Operation
H. B. Christianson, Jr., C. W. Soobv, Secretary, R. L. Milner,
Chairman, H. C. Hutson Vice Chairman,
H. A. Aalberg W. M. Jaekle E. H. Roth
Herbert Ashton C. A. James A. L. Sams
Q. K. Baker J. E. Jay P. J. Schmitz
J. W. Barriger R. J. D. Kelly H. F. Schryver
J. W. Barriger, IV W. S. Kerr H. M. Shepard
J. M. Bentham H. a. Lind L. K. Sillcox
C. H. Blackman a. E. MacMillan R. F. Spars
T. W. Bolstad H. p. Morgan D. S. Sundel
i. C. Brewer F. N. Nye J. E. Teal (E)
D. E. Brunn F. B. Peter G. H. Tilson
J. J. Corcoran C. W. Pitts C. L. Towle
J. W. Demcoe E. C. Poole D. K. Van Ingen
Miss Olive W. Dennis (E) W. E. Quinn L. E. Ward
J. M. Fox J. P. Ray H. P. Weidman
R. a. Gleason W. T. Rice T. D. Woffokd, Jr.
W. J. Harlow C. P. Richardson H. L. Woldridge
Allen Hazen C. P. Richmond J. A. Wood
Committee
(E) Member Emeritus.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including recommended revisions page 324
2. Economics of retarder-equipped yards for classification switching, collab-
orating with Committee 14, Signal Section, AAR, and American Association
of Railroad Superintendents.
Final report, submitted as information page 32S
3. Cause and effect of derailments and dragging equipment, collaborating with
Committees 3 and 5.
Final report, submitted as information page iil
4. Economics of "highway trailers on flat cars" service, collaborating with
American Association of Railroad Superintendents.
Progress report, submitted as information page 334
5. Comparison of running time with total time between loading and unloading
points of freight cars, and methods of reducing total time, collaborating with
Car Service Division, AAR, Signal Section, AAR, Communications Section,
AAR, and American Association of Railroad Superintendents.
No report.
6. Economics of improved freight stations and facilities, collaborating with
Committees 6 and 14, and with Freight Station Section, AAR.
No report.
The Committee on Economics of Railway Location and Operation
H. B. Christianson, Jr., Chairman.
AREA Bulletin 518, November 1954.
A
i24 E c o n o m i c s of Railway Location and Operation
Report on Assignment 1
Revision of Manual
A. L. Sams (chairman, subcommittee), H. A. Aalberg, J. W. Barriger, C. H. Blackman,
R. J. D. Kelly, H. P. Morgan, F. B. Peter, J. P. Ray, J. E. Teal.
On March 10, 1952, the Board Committee on Outline of Work, with the approval
of the Board of Direction, asked Committee 16 to review all the material in the former
Manual chapter on Complete Roadway and Track Structure, looking to bringing that
material up to date, as might be necessary, for inclusion in Chapter 16 in the Manual
as to be reprinted in 1953.
As a result of this review, Committee 16 recommended (see Proceedings, Vol. 54,
1953, pages 419 and 1295) that one of the documents in the chapter, entitled "Schedule
of Classes of Complete Roadway and Track Structure", be withdrawn from the Manual
because it made reference to a schedule, presented in detail in the Proceedings, Vol. 41,
1940, pages 640-645, which with respect to the items and page numbers given, would
become entirely out of date after the Manual had been reprinted, with its new page
numbers. The committee also recommended that this material be restored when the
schedule in question could be brought up to date.
Accordingly, your committee submits herewith a new Schedule of Classes of Com-
plete Roadway and Track Structure under AREA Recommended Practice as of 1954,
in conformity with the Traffic Classification of Railway Main Tracks as presented in
Chapter 16, Part 4 of the new Manual.
The three classes of complete roadway and track structure must not be regarded as
definitely fixed and mutually exclusive as to details. For example, although 140, 133 and
132 RE rail sections are indicated only for Class A roadway and track structure, it is
quite possible that under some conditions they may be economical for Class B roadway
and track structure. Similarly, 90 RA-A rail under some conditions may be economical
for Class A as well as for Class B and Class C roadway and track structure.
More unfavorable conditions than average, such as steep gradients, sharp curvature,
tunnels and others which are not referred to in the Traffic Classification of Railway
Main Tracks, may make economical, in whole or in part, a higher class of roadway and
track structure than that indicated by annual tonnage and train speeds alone. Similarly,
more favorable conditions than average may make economical, in whole or in part,
a lower class of roadway and track structure than that indicated by annual tonnage and
train speeds alone. Such unfavorable and favorable conditions, however, should be treated
as special cases, and the track and roadway structure should be provided according to
the specific requirements.
Having in mind the many variations in local conditions other than annual tonnage
and train speeds, it is suggested that the several Schedules of Classes of Complete Road-
way and Track Structure should be regarded either as applicable to average conditions,
or as indicative rather than absolute insofar as their respective details are concerned.
When materials other than those noted are used they should be at least the equivalent
of those noted, except that in the lower ranges of Class C main track the equivalent of
90 RA-A track is not required, and available materials may be used in accordance with
actual requirements.
Your committee recommends that this report be accepted as information, and that
immediately following the Traffic Classification of Railway Main Tracks as printed in
Chapter 16, Part 4 of the Manual, there be printed a reference to this report, as set forth
at the top of page 328.
Economics of Railway Location and Operation
325
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328 Economics of Railway Location and Operation
SCHEDULE OF CLASSES OF COMPLETE ROADWAY
AND TRACK STRUCTURE
For this schedule, which is based on 1954 Recommended Practice and the foregoing
Traffic Classification of Railway Main Tracks, and for the report citing the limitations
of this schedule, see AREA Proceedings, Vol. 56, 1955, pages 324 to 328, incl.
Report on Assignment 2
Economics o£ Retarder-Equipped Yards
for Classification Switching
Collaborating with Committee 14, Signal Section, AAR,
and American Association of Railroad
Superintendents
H. A. Lind (chairman, subcommittee), J. W. Barriger, IV, J. M. Bentham, F. N. Nye,
F. B. Peter, W. E. Quinn, C. P. Richmond, E. H. Roth, R. F. Spars, T. D.
Wofford, Jr., C. A. James, C. W. Sooby.
This is a final report, submitted as information.
The classification or segregation of cars by destinations has presented a perplexing
problem ever since the volume of railroad traffic began to attain substantial proportions.
Not only has the cost of performing the work been of concern, but in more recent years
the delay encountered by cars in yards and terminals has challenged the railroads'
competitive ability with other modes of transportation.
In the early days, and in many cases of recent years, it was the practice to 'block'
trains only to the next terminal, usually not more than 100 miles away. This system
required the rehandling of cars at every district terminal, thereby substantially increasing
the transit time of shipments. In the absence of competition, such method of handling
did not result in the loss of business, except between railroads.
In the course of time the demand for a more efficient and economical method of
operation resulted in the development of 'rider' humps. These increased yard capacity
and resulted in better service because blocks of cars could readily be assembled for more
distant destinations. However, there were comparatively few such yards, located largely
in the eastern part of the country.
With the advent and growth of the trucking industry, the traffic pattern changed
substantially by the loss on the part of the railroads of short-haul traffic. For example,
the average freight haul for originated tonnage in 1916 was 278 miles, whereas in 1950
it had increased to 417 miles, an increase of 50 percent.
Whereas in past years substantial stock inventories were maintained by industry,
such practice has now largely disappeared and patrons demand fast, dependable trans-
portation service to meet the requirements of their businesses. No better illustration of
this requirement can be cited than the service which must be provided on automobile
parts moving to assembly plants, which are geared to regular and constant day to day
deliveries of these parts.
Confronted with these changed conditions, which had to be met in order to continue
to enjoy their proper share of the available traffic, the railroads began searching for
ways and means to improve their service by reducing the time cars are on the road and
in terminals.
Economics of Railway Location and Ofjc ration .^>29
The practice of rehandling trains at intermediate terminals presented a burdensome
time consumer, so it became of paramount importance that effective 'blocking' of cars
for more distant destinations be undertaken at major terminals. Such result has been
accomplished by various means and has enabled the 'main tracking' of trains through
intermediate terminals, but in most cases the means employed taxed the major terminal
facilities beyond capacity, thereby adding to the service problems and car delays. It was
here that the 'retarder' yard entered into the picture as an economic method of freight
car classification.
Retarder classification yards had their inception in the early Twenties, and today
there are 84 such yards in service or under construction in the United States and
Canada, with about 10 more in the planning stage. Exhibit "A" lists these classification
yards and also shows the number of tracks and the year placed in service, with reference
to published articles on some of the improvements. In addition, retarders have been
installed in 22 industrial yards to facilitate car handling.
In more recent years, two important adjuncts to retarders have been designed and
proved in operation, i.e., Automatic Switching, which by track circuits routes a car or
cut to the designated track after one push button has been operated ; and Retarder Speed
Control, to regulate the movement of cars automatically to a predetermined or selected
speed, depending on the weight of car, contents, and other factors, such results being
produced either automatically or after the 'selection' by the retarder operator.
In its report on Classification Yards appearing in AREA Proceedings, Vol. 55, 1Q54,
page 429, Committee 14 — Yards and Terminals, outlined a number of designs for yard
layouts with retarder classification yards. The design of yard should be best suited to the
traffic pattern for the particular location, but is often influenced by property limitations,
existing installations, topography, or other considerations. Nevertheless, a yard can usually
be designed that will fully meet the operating requirements.
The 1953 Proceedings of The American Association of Railroad Superintendents
contains an illuminating report on Yard Operations, beginning on page 124, and outlines
the basic principles for determining the economic possibilities of terminal improvements.
The economic justification for retarder yard projects has been obtained through;
1. Increased yard and classification capacity, a most essential factor for system-
wide or major classification arrangement.
2. More effective classification, frequently on a system-wide basis, that has mate-
rially reduced rehandling at other terminals.
3. Substantial reduction in delay time of cars at terminals, thereby improving
service to shippers and resulting in considerable savings in per diem expenses.
For one large railroad the saving in car time averaged 12 hr, as set forth in
reference material listed herein.
4. Reduced loss and damage to equipment and lading, and in personal injuries
sustained by yard operating personnel; all contributing to reduced operating
expenses.
5. Reduced manpower requirements, with resultant lower terminal operating costs.
6. Reduced switch engine requirements, with savings in operating costs, as well as
reduced investment in yard power.
7. Increased train load, usually made possible by having cars classified and avail-
able for movement sooner, and through reduction in terminal time with earlier
train departures — train need not run so fast to maintain advertised schedules,
so increased tonnage per train has resulted. Increased train tonnage has naturally
reduced freight train miles and operating expenses.
.^.10
Economics of Railway Location and Operation
Exhibit A
Retarder Classification Yards — United States and Canada
Railroad
AT&SF
AT&SF
B&O
B&O
B&O
B&O
B&O
Belt Ry of Chgo.
Belt Ry of Chgo,
B&M
B&M
B&M
CPR
CRR of NJ
CRR of NJ
C&O
C&O
C&O
CB&Q
CB&Q
CB&Q
CCC&StL
CCC&StL
CMStP&P
CMStP&P
C&NW
CRI&P
CRI&P
DL&W
D&RGW
EJ&E
Erie
IC
IC
IC
IHB
IHB
IHB
LV
LV
LV
L&N
L&N
Mich Cent
Mon Conn
NYC
NYC
NYC
NYC
NYC
NYNH&H
NYNH&H
NYNH&H
NYNH&H
NYC— OCL ..__
N&W
N&W
N&W
N&W
N&W
NP
PRR
PRR
PRR
PRR
PRR
PRR
QNS&L (Iron
Ore Co.)
Reading
Reading
RF&P
RF&P
Location
Argentine, Kan
Pueblo, Colo
E.B., Willard, Ohio ._.
W.B., Willard, Ohio
E.B., Cumberland, Md
Lorain, Ohio
Connellsville, Pa
W.B., Clearing, Chicago
E.B., Clearing, Chicago
In Bound, Boston, Mass
Out Bound, Boston, Mass
Mechanicville, N. Y
St. Luc Yard, Montreal, Que
E.B., Allentown, Pa
W.B., Allentown, Pa
W.B., Walbridge, Ohio
W.B., Russell, Ky
Stevens, Ky
E.B., Galesburg, 111
W.B., Galesburg, 111
Lincoln, Nebr
W.B., Sharonville, Ohio
Sharonville, Ohio
Airline, Milwaukee, Wis
Bensenville, 111
Proviso, 111
Armourdale, Kan
Silvis, 111
Hampton, Scranton, Pa
Grand Junction, Colo
Kirk, Gary, Ind
W.B., Marion, Ohio
N.B., Markham, Homewood, 111.
East St. Louis, 111
S.B., Markham, Homewood, 111
Blue Island, 111
N.B., Gibson, Ind
S.B., Gibson, Ind
Coxton, Pa
E.B., Oak Island, N. J
W.B., Oak Island, N. J
N.B., DeCoursey, Ky ,
Radnor, Nashville, Tenn
W.B., West Detroit, Mich
Eastern Yard, Pittsburgh, Pa
W.B., Selkirk, Near Albany, N. Y. .^
W.B., DeWitt, Syracuse, N. Y
E.B., DeWitt, Syracuse, N. Y
Gardenville, N. Y _•
Stanley, Ohio
Hartford, Conn
Providence, R. I
E.B., Cedar Hill, New Haven, Conn.
W.B., Cedar Hill, New Haven, Conn.
Toledo, Ohio (Dumper)
W.B., Portsmouth, Ohio
E.B., Roanoke, Va
Portsmouth, Ohio (Time Freight)
Bluefield, W. Va
Lamberts Point, Norfolk, Va
Pasco, Wash
E.B., Pitcairn, Pa
W.B., Enola, Pa
W.B., Pitcairn, Pa
W.B., Conway, Pa
E.B., Conway, Pa
E.B., Enola, Pa
Seven Islands, Que
W.B., Rutherford, Pa
E.B., Rutherford, Pa
N.B., Potomac, Alexandria, Va..
S.B., Potomac, Alexandria, Va.-
No. of
Class.
Tracks
l(i
32
20
16
5
15
36
56 (1)
47
30
36
48
24
22 (2)
68
52
15
49
35
36
30
15
25
70
59
40
50
29
24
58
24
64 (2)
26
45 (3)
41 (2)
30
30
17
38
15
20
56
31
22
25
27
40
31
42
26
34
45
38
7
35
46
18
13
30
34
36
41
56
54
33
12
18
33
46
29
Year
in
Service
1949
1950
1948
1948
1947
1947
Under Const.
1938
1953
1927
1927
1927
1950
1927
1952
1948
1949
1954
1931
1942
1944
1929
1952
1952
1953
1929
1949
1949
1937
1953
1952
1931
1952
1926
1950
1953
1924
1926
1928
1930
1930
1940
1954
1930
1949
1928
1928
1929
1930
1931
1926
1929
1929
1929
1929
1928
1942
1942
1954
1952
Under Const.
1929
1944
1946
Under Const.
Under Const
1937
Under Const
1950
1951
1930
1945
Publication
Reference
RA 11- 5-1949
RA 6-11-1951
RA 10-23-1948
RA 10-23-1948
RS July 1948
RA 1-31-1948
RS Aug. 1948
RS Aug. 1948
RS July 1928
RS July 1928
RS Mar. 1928
RA 8-12-1950
RA 11- 3-1952
RA 7-31-1948
RA 12-24-1932
RA 7-21-1945
RS Dec. 1929
RA
RA
RS
RA
RA
RS
RA
MR
MS
6-30-1952
7-13-1953
June 1930
7-16-1949
1-28-1950
Jan. 1938
10-19-1953
Oct. 1953
Apr. 1931
RS Mar. 1950
RA 6-17-1950
RA 12-14-1953
RS Mar. 1930
RS May 1928
RS Sept. 1931
RA 11- 3-1928
RS Jan. 1931
RS Dec. 1933
RS Dec. 1933
RS Jan. 1930
RS July 1930
RS Nov. 1938
RA 10-27-1952
RA 10-27-1952
RA 3- 5-1932
Economics of Railway Location and Operation
331
Exhibit A
Retarder Classification Yards — United States and Canada — Continued
No. of
Year
Railroad
Location
Class.
in
Publication
Tracks
Service
Reference
SAL
Hamlet, N. C
Sevier Yard, Knoxville, Tenn
80
46
Under Const.
1950
MR
Southern. .. .
Sept. 1951
Southern
Norris Yard, Birmingham, Ala
56
1952
RA
11-10-1952
Southern .
Citico Yard, Chattanooga, Tenn
60
Under Const.
SP
Taylor, Los Angeles, Calif
40
1949
RA
5-27-1950
SP
Roseville, Cal
49
1952
RA
1- 5-1953
SP (T&NO)
Englewood, Houston, Tex
48
Under Const.
T&P
Lancaster Yard, Fort Worth, Tex
32
1928
RS
Aug. 1928
Toledo Dock &
RR Term
Toledo, Ohio
12
1948
Union - _
Mon. Southern (Pittsburgh, Pa.)
23
1954
UP
Pocatello, Idaho
40
1947
RS
Jan. 1948
UP
North Platte, Nebr
42
1948
RA
10-30-1948
(1) Enlarged
(2) Enlarged and Modernized
(3) Modernized
Note: In addition, there are about 22 retarder in.stallations for car dumper and other industry op-
erations.
RA Railway Age
RS Railway Signaling
MR Modern Railroads
September 9, 1954
System-wide studies by a number of railroads have clearly demonstrated the economic
feasibility of the retarder method of car classification, and studies comparing operations
before and after retarder yard installations have proved the wisdom of the undertaking.
The following references are given to published economic reports.
Pocatello, Idaho — Union Pacific R. R., AAR, Sig. Sec. Advance Notice 1954,
Vol. LI No. 1, p. 11-a.
Russell, Ky.— Chesapeake & Ohio Ry., AAR, Sig. Sec. Advance Notice 1050, Vol.
XL VII No. 1, p. 22.
VV^albridge, Ohio — Chesapeake & Ohio Ry., AAR, Sig. Sec. Advance Notice 1Q50,
Vol. XLVII, No. 1, p. 25.
North Platte, Nebr. — Union Pacific R. R. AAR, Sig. Sec. Advance Notice 1951,
Vol. XLVIII, No. 1, p. 28.
Knoxville, Tenn., and Birmingham, Ala. — Southern Railway, New York Railroad
Club Proceedings, Nov. 1953, p. 6.
1953 Proceedings of The American Association of Railroad Superintendents, dealing
with Yard Operations, p. 124.
This report has been submitted to and received the endorsement of all of its
collaborators.
iM Economics of Railway Location and Operation
Report on Assignment 3
Cause and Effect of Derailments and Dragging Equipment
Collaborating with Committees 3 and 5
W. E. Quinn (chairman, subcommittee), J. J. Corcoran, Allen Hazen, H. C. Hutson,
R. J. D. Kelly, A. E. MacMillan, H. P. Morgan, C. L. Towle, H. P. Weidman,
H. L. Woldridge, L. K. Sillcox.
This is a final report, presented as information.
To develop a report on this assignment, two questionnaires were sent out to all
members of Committee 16, representing 32 railroads. Six replies were received. Four of
the replies furnished such information as was available on the member's railroad and
two reported that it was impossible to obtain any worthwhile data from their railroad's
records.
Of the answers received from 4 of 32 railroads, only 3 presented the data in such
shape that comparison and analysis could be made from the reports. The 3 roads reported
on 235 derailments, with total damage of $1,379,646.
Of the 235 derailments, 90, with damage of .$902,151, were caused by equipment
failure; 22, with damage of $132,913, were caused by failure of track; 82, with damage
of $150,064, were caused by employee failures and 41, with damage of $194,518, were
attributed to miscellaneous causes.
Of the equipment failures, first in line are wheels and axles, which accounted for 33
derailments, with damage totaling $401,698. Of this classification, broken or burned off
journals accounted for 14 derailments, with damage amounting to $340,565 ; broken
wheels and flanges caused 11 derailments, with damage of $48,332; and loose wheels
caused 8 derailments, with damage totaling $12,801.
Second in line of equipment failures are car bodies and other parts of equipment,
which caused 31 derailments, with damage of $250,403.
Third in line is brakes, brake rigging and appurtenances, which caused IS derail-
ments and damage of $82,757. This is followed by draft rigging failures, which caused
9 derailments and damage of $163,112.
No separation is made of derailments caused by dragging equipment, but they are
included in the three preceding paragraphs.
The method used on most of the railroads in reporting on accidents or derailments
is that immediately following an accident or derailment the section foreman on the
territory involved files an accident report with the division engineer and shows thereon
his estimate of the amount of material and labor required to repair the immediate damage
to track, and an estimate of cost to rerail the equipment and clear the derailment. These
reports are sent by the division engineer to the division superintendent, who in turn
secures an estimate of equipment damage and claims for lading, if any are involved,
and reports the derailment to the general manager. The general manager uses the
superintendent's report as a basis for report to the Interstate Commerce Commission, if
the amount involved exceeds the ICC limitation of $325.
The actual accounting for the derailment damage is shown on the section foreman's
time and distribution sheets, and in the case of damage to equipment on the shop repair
report. These reports are sent to the accounting department, which charges off the cost
of clearing wrecks to Account No. 415, the repairs to equipment to the appropriate
operating expense account, and the repairs to track to appropriate MW&S operating
E c o n o m i cs of Railway Location and Operation 333
expense accounts. Complete accounting of the cost of any particular derailment is not
kept except in cases where the cost is billed against an industry or other railroad.
No separation is shown for the damage done by dragging equipment, and unless the
dragging equipment results in a derailment, reports are seldom made.
In study of the assignment, and from conversation with accounting officers from
various railroads, the fact was developed that on most roads very few permanent and
accurate records are kept of the cost of derailments.
The lack of complete accounting records kept on the cost of derailments on most
of the roads is probably the reason for the very meager response to the committee's
questionnaires.
The 1952 Interstate Commerce Commission Accident Bulletin No. 121 (latest avail-
able) reported 5783 derailments, with damage to railway property of .'{;28,359,454, as
shown by the following tables:
Derailments 1952 — ICC Accident Bulletin 121
Number of Damage to
Train Railway
Class and Cause Accidents Property
Negligence of employees 1,134 $ t,8S9,537
Defects in or failures of equipment 2,476 16,029,962
Defects in or improper maintenance of way and structures . . 1,212 5,305,147
Miscellaneous 961 5,164,808
Total derailments 5,783 $28,359,454
Derailments Due to Defective Equipment
Number of
Train
Class and Cause Accidents
Broken axles and journals due to overheating and other causes 831
Broken wheels and flanges 343
Loose wheels 139
Defective brakes, brake rigging and appurtenances 275
Couplers and draft rigging 335
Car bodies and other parts of equipment 123
Miscellaneous equipment failures 430
Total 2,476
In view of the enormous cost of derailments, which in 1952 amounted to $28,359,454,
the attention of the operating officers of the railroads should be directed to this report
in order that in this period of rising costs and decreasing railroad revenue their efforts
may be intensified so that, through increased supervision and inspection of track and
equipment, the number of derailments may be reduced and a large part of this useless
expense eliminated.
334 Economics of Railway Location and Operation
Report on Assignment 4
Economics of "Highway Trailers on Flat Cars" Service
Collaborating with the American Association of Railroad Superintendents
F. N. Nye (chairman, subcommittee), Q. K. Baker, J. W. Barriger, W. J. Harlow,
J. E. Jay, E. C. Poole, W. E. Quinn, L. K. Sillcox, P. J. Schmitz, H. M. Shepard,
D. S. Sundel, C. W. Sooby, G. H. Tilson.
This is a progress report, submitted as information.
Transportation of highway trailers on railroad flat cars is not a recent innovation
to the railroad industry. The Long Island Railroad, beginning in 1885 and for several
years thereafter, operated so-called "Farmers' Trains" between Long Island points and
the East River at New York, carrying four loaded produce wagons per flat car, with the
teams riding along on the same train in box cars built expressly for that purpose. As early
as 1926 the Chicago, North Shore & Milwaukee pioneered this service by handling their
less-than-carload freight in trailers loaded on flat cars between Chicago and Milwaukee,
Wise. Since that time other individual railroads have provided such service, but for
various reasons, including lack of sufficient traffic, the absence of balanced loads in both
directions, service and rates, they were apparently unable to expand the operations. In
1936 a mid-west railroad (Chicago Great Western) set up such a service between Chicago
and St. Paul, Minn., and the following year an eastern road (New York, New Haven &
Hartford) undertook an operation between New York and Boston, Mass. Both of these
have continuously developed — used principally by motor common carriers — and have
proved to be a source of attractive revenues to the railroads, and apparently a means of
saving over-the-road costs to the participating motor carriers.
Although introduced nearly 20 or 30 years ago, trailer-on-flat-car service has made
most of its headway since World War II. This interest on the part of the railroads is
undoubtedly due to the inroads made by other means of transportation and resultant
loss of traffic. The motor carrier's interest arises from ever-increasing unit costs.
The nation's output of goods and services has steadily increased and the total volume
of freight transported has kept pace. The ton mileage of all freight has generally increased
year by year since 1939. The rise was temporarily interrupted in 1945-1946 when gross
national production dropped during reconversion, and in 1949, a recession year. In 1939
the railroads' share of total intercity ton miles was 62.3 percent. At the wartime peak
(1943) it was 71.3 percent; today it is down to about 54 percent. The trucks' share
dropped from 9.7 percent to 5.5 percent during the war, but it has since soared, and
today stands at about 17 percent of the total. Using the average of the 1947-1949 period
(Federal Reserve Board index basis) as 100 percent — total intercity ton miles today
stand at 119 percent — railroads 101.4 percent and motor vehicles 213.1 percent. It is
apparent that railroad traffic is not keeping pace with production trends; the rail carriers
are losing ground to the motor carriers.
The ever-increasing diversion of tonnage from rails to motor carriers is a matter
of grave concern to the railroad industry, and indeed to our national economy. Changes
in modes of transportation, length of haul, and the nature of commodities transported
Economics of Railway Location and Operation 335
are always taking place. Transportation is not static. Due to technological advancement,
the great expansion of publicly financed highways, and general economic and social
trends, rail transportation linds itself faced with increasingly formidable competition.
A shipper chooses his freight service according to (1) availability, (2) speed and
safety, (3) cost. Railroads have in theory at least a big advantage in overall costs — all
elements considered — and are potentially capable of surpassing the trucks in speed of
service. Their advantage increases as the length of haul increases. But in availability and
flexibility of service, particularly in terminal areas or on short hauls, the trucks have
a big off-setting advantage. Truck service is very flexible as the operating unit is small
and the service is practically universal since it can pick up and deliver anywhere that
can be reached by highway. Prior to the coming of the motor truck, new industry located
along railroad tracks or water fronts where other industries had long since located either
through zoning laws or the need to have ready access to transportation.
Locations along the railroad tracks or waterfronts are no longer essential to many
industries. Suburbanization of the nation's population and the decentralization of indus-
trial centers have been partly responsible for the swing away from the railroads. High-
ways have followed — indeed have influenced — the shift of freight business; railroads are
long past their era of large-scale location and construction. Many new industries and
communities are now largely dependent upon motor carriers.
Due to the diversion of traffic from rails to motor carriers, and in an effort to
regain their position in the transportation market, railroad managements in the past
couple of years have given trailer-on-fiat-car service serious consideration. It may pro-
vide means whereby railroads can increase their revenues, either directly through holding
out a railroad-trailer service under truck competitive rates, or through joint arrangements
with motor carriers which may use the service in cooperation with the railroad. Whether
or not to provide the service, the choice between these methods, or the holding out of
both methods, is a matter of traffic judgment. The impHcations in choice have been
before the Interstate Commerce Commission in Docket No. 31375, as will be explained
later.
Since the first loading of trucks or trailers on flat cars in the 1920's many railroads
in the United States and two in Canada have had limited trailer-on-flat-car service at
one time or another.* For most the experiment was brief. Review of these "failures"
indicates that although the charges assessed were reasonable, the rail service was not
dependable, traffic was not well balanced between terminals, handling costs were too
high, and the carriers encountered labor difficulties.
However, in 1953 a few railroads inaugurated this service on a limited scale. #
* The railroads having traiier-on-flat-car service at one time or another are:
Atchison, Topeka & Santa Fe Canadian Pacific
Chicago, & .\lton (now Gulf, Mobile & Ohio) Denver & Rio Grande Western
Chicago, Burlington & Quincy . Detroit & Macliinac
Chicago & Eastern Illinois New York, New Haven & Hartford
Chicago Great Western Southern Pacific
Chicago, North Shore & Milwaukee Texas & New Orleans
Chicago, Rock Island & Pacific Union Pacific
Chicago, South Shore & South Bend Wabash
Canadian National
J Railroads that inaugurated this service in 1953:
Chicago & North Western
Southern Pacific
Union Pacific
Canadian National
Canadian Pacific
336 Economics of Railway Location and Operation
Thus far in 1954 several railroads0 have announced plans for trailer-on-flat-car services
and the programs in force on other lines have been extended to new points.
A brief outline of representative rail carriers presently offering trailer-on-flat-car
service follows:
Chicago, Burlington & Quincy — The CB&Q since 1937 has operated a trailer-on-
flat-car service between Chicago and Galesburg, 111., a distance of 162 miles, for its
wholly owned subsidiary, the Burlington Transportation Company. At the present time
modified flat cars are assigned to the service. An experimental service has recently been
started between Chicago and Kansas City, Mo. If this proves successful it may be
extended to Omaha, Nebr.
Chicago & Eastern Illinois — In 1950 this railroad established this service between
Chicago and Mitchell, 111. (St. Louis). It is used principally by one trucking concern.
The railroad has about 40 cars assigned to the service and provides the terminal facilities.
Loading and unloading are over end ramps extending from ground level to car floor.
The motor carrier must load and unload the trailers, but railroad employees fasten the
vehicles on the cars at origin and unfasten them at destinations. It takes about 5 to 6 min
to secure the tie-down equipment and about 3 min to unfasten it.
Southern Pacific — On May 4, 1953, this road started handling trailers, loaded with
its own LCL freight, on specially equipped flat cars to provide first morning delivery
between Houston, Tex., and certain cities in Louisiana. In August 1953 it started the
first such operation on the West Coast between Los Angeles and San Francisco, a distance
of 482 miles. Service is limited to trailers of its subsidiary — Pacific Motor Trucking
Company.
Chicago & North Western — In August 1953 the C&NW inaugurated a trailer-on-
flat-car operation between Chicago and Green Bay, Wise, a distance of 201 miles. In
this operation the railroad's LCL shipments are loaded in trailers of the C&NW pick-up
and delivery service, in delivery order, which coordinates local handling in Chicago and
Green Bay with rail service between these points.
The carrier initially modified four standard flat cars to accommodate two trailers
on one car. This operation was successful, and to date the service has been expanded
on four occasions to include Omaha, Nebr., St. Paul and Minneapolis, Minn., and Mil-
waukee, Wise. The C&NW now holds itself out, under its own published rates, to handle
trailers for account of individual shippers. This is merely a modified container service —
the container in this case being a body on wheels, i.e., a semi-trailer. End ramps for the
loading and unloading of the trailers have been installed at all terminals where the
service is provided. Experimental use has also been made of lightweight portable ramps.
Union Pacific — In August 1953 the UP inaugurated an experimental operation between
Los Angeles, Calif., and Las Vegas, Nev. On November 30, 1953, the service was extended
between Los Angeles and Salt Lake City, Utah, and further extensions are contemplated.
0 The railroads announcing plans for trailers-on-flat-cars in 1954:
Baltimore & Ohio
Delaware, Lackawanna & Western
Erie
Great Northern
Lehigh Valley
Missouri-Kansas-Texas
New York Central
New York, Chicago & St. Louis
Northern Pacific
Pennsylvania
Reading
Wabash
Economics of Railway Location and Operation 337
Canadian National and Canadian Pacific Railways — In December 1Q5.^ these rail-
ways started handling a limited number of their own trailers carrying LCL freight
between Montreal, Que., and Toronto, Ont., a distance of 335 miles.
In the main, these operations are small and frequently limited to rail LCL or trailers
of subsidiary companies. In all cases the trailers are loaded over inexpensive inclined end
ramps to the cars and then from flat car to flat car over folding bridge plates or aprons
that are part of the cars' special equipment. In the majority of cases only a few cars
are handled daily and move in regular freight train service.
The two so-called "grandfathers" of trailer-on-flat-cars are the Chicago Great West-
ern and the New Haven Railroads, their operations, briefly, are as follows:
Chicago Great Western — This road originally filed a tariff covering the handling of
trailer-on-flat-cars to become effective March 1, 1936, the service to be provided between
Chicago and St. Paul, Minn. The tariff was suspended by the ICC, but after hearing
was allowed to become effective July 7, 1936. Trailers on CGW flat cars have been
operating ever since and the service has expanded to include Council Bluffs and Des
Moines, Iowa, and Kansas City, Mo. The .service is confined solely to motor common
carriers.
Ordinary flat cars measuring 53 in length are equipped with guard rails on both
sides, chuck blocks to fit in front of and behind the rear wheels of the trailer, and
screw-top jacks to support the front end of the trailer. Chains with turnbuckles extend
from the floor of the flat car to fastenings on the trailers to hold them firmly in place
on the car.
Parking lots are provided adjacent to the loading and unloading ramps. The actual
loading and unloading is performed by a terminal employee of the truckers, and this cost
is prorated among the participating motor carriers. Railroad employees secure the tie-down
equipment.
The railroad maintains ramps and docks at the ends of stub tracks at all terminals
where the service is provided. The flat cars are handled in regular train service.
When the service was first started it was used by 17 motor common carriers. Today
it is used by more than 40. The service over the years has been a source of substantial
revenue. Last year it grossed over $1 million.
New York, New Haven & Hartford — Trailer-on-flat-car services are operated on the
New Haven between New York and New Haven, Conn., Springfield, Mass., Providence,
R. I., and Boston, Mass., as well as between Boston and New Haven. This service,
known as "Trailiner", was started in 1937 and has been in continuous operation since
that time.
In the earlier years there was not much demand for the coordinated rail-truck
service, but in recent years it has expanded rapidly. In 1953 more than 50,000 trailers
were handled on New Haven flat cars, the largest volume in the history of the service,
and a neatly 10 percent greater volume is being attained in 1954. It is an important
element of the New Haven's freight traffic.
The service is available to all motor common carriers holding the rights between
points where schedules are provided and who comply with ICC regulations. It is also
held out to private carriers, who are free to use the service without federal or state
operating rights, and, in addition, the railroad transports some trailers containing its own
LCL. This latter represents less than one-half of one percent of the total handled. All
trailers tendered for movement must meet standards, dimensions and specifications set up
by the railroad's mechanical department.
338 E c o n 0 mics of Railway Location and Operation
Although the service is held out to individual shippers, this has not been encouraged
as there is no regularity of round trip movement. Motor common carriers, however,
provide loaded trailers in both directions.
A fixed charge per loaded trailer is published between points served regardless of the
commodity loaded therein, and assessed against private shipper. A somewhat lower
charge named in a division sheet is collected from motor common carriers — to reflect
volume of traffic and balanced movement.
All trailers are weighed by the railroad, and when loaded in excess of a specified
gross weight a further charge is assessed for the excess weight. Empty trailers are handled
only in reverse of loaded movement of such trailers — generally at one-half the loaded rate.
The trailers of common motor carriers are transported under authority of the
"Substituted Freight Service Directory". The movement may be a joint motor-rail-motor
movement, i.e., rail service may be substituted for highway service on part of the haul.
For example, on a common motor carrier movement from Philadelphia, Pa., to Bangor,
Me., rail service may be substituted for that portion of the haul between New York
and Boston. The charges assessed by the railroad for the transportation of trailers of
common motor carriers are, in effect, as noted above, a division of the through motor
carrier rate and are named by the railroad in its own division sheet. The railroad propor-
tion of the rate, as a practical matter, is related to the common motor carrier's cost
per vehicle mile between the same points. It must slightly under-cut the motor carrier's
over-the-road costs to attract his business, yet be high enough to more than cover the
railroad's out-of-pocket costs and yield a profit. The area of negotiation is a rather
limited one.
The motor carrier tenders or receives the semi-trailers at the railroad's trailer yard.
Stub tracks for the exclusive handling of the trailers are served by permanent end ramps.
The loading or unloading of the trailers is the so-called "circus type" previously outlined.
The physical loading and unloading and the tying down of the trailers are performed by
a trucking subsidiary of the railroad and the railroad pays its subsidiary for this service.
The New Haven currently utilizes a fleet of over 300 flat cars in balanced move-
ment between key points on a 48-hr turnaround basis — eastbound one night, and
returning westbound the following night. These cars are 40 ft long, equipped with high-
speed trucks and anti-hot-box appliances. The cars were specially designed and con-
structed in the New Haven shops; additional cars are under construction. The New
Haven handles only one trailer to a car. From an operating standpoint it does not con-
sider 70 to 7S-ft flats as satisfactory or as efficient as 40-ft cars.
Special freight trains in trailer service are operated daily, except Sunday, on over-
night schedules. The New York to Boston schedule is 63^ hr, an average of 32 mph.
Overnight operation and the maintenance of advertised schedules are the key to the
success of such operation and an influencing factor in its use by highway motor carriers.
At the present time most carriers performing trailer-on-flat-car service are generally
using conventional flat cars not exceeding 55 ft in length, which have been provided
with side rails and special mechanical tie-down devices. End aprons or bridges fold out
to span between cars to permit circus-type loading. When trailer-on-flat-car operations
were first inaugurated, semi-trailers were about 20 to 26 ft long and, by matching, two
trailers could ordinarily be loaded on one flat car. Over the years the length of trailers
has increased, and today they range from 28 to 35 ft, and generally only one trailer
can be loaded on a normal size flat car.
Highway carriers are so highly competitive among themselves that an individual
operator cannot afford to become saddled with any arrangement or specialized equipment
Economics of Railway Location and Operation 339
that might put him at a disadvantage in meeting competition of other truckers. If the
operation is to be successful, large numbers of trailers must be efficiently handled. They
must be promptly loaded and unloaded in a manner that will not entail unreasonable
terminal expense. End loading of cars has proven practicable where sufficient tracks are
available to spot short cuts of cars. Various suggestions for using giant fork lifts, gantry
or revolving cranes, portable end ramps, side loading from high level platforms, etc., have
been made. Each railroad must evaluate proposed terminal facilities in the light of
prospective traffic volume, the relative capital costs and carrying charges, and the probable
operating costs as influenced by different types of facilities and equipment to be used.
Within the past year a new type 7 5 -ft flat car has been designed with a depressed
deck and raised ends, equipped with fixed stanchions and tie-down devices. The depressed
car floor enables the handling of trailers with a maximum legal height of 12 ft 6 in,
without exceeding the standard IS-ft height for freight equipment. It also makes for a
lower center of gravity and so permits faster movement with safety. It is designed to
accommodate two present-day trailers loaded back to back. This type of car precludes
end or circus loading. The use of such equipment will require special and rather costly
terminals so trailers may be side loaded. For example, such a terminal designed to handle
a 50-car train carrying 100 semi-trailers might have a single depressed track 4000 ft in
length with an adjacent paved driveway and parking area. It would, however, generally
be more practical for it to contain 4 depressed tracks of sufficient length that each track
could hold 12 or 13 cars. There would be inter-track and flanking driveways and adjacent
parking area. With side-loading equipment, end ramps are not necessary, so it is feasible
to connect the terminal layout to the main tracks at each end to speed up switching.
Such a terminal should be conveniently located to the city's truck terminal district
and have ready access to yard switchers to insure the prompt pulling and placing of
the cars.
The side loading and unloading of the trailers would be performed by a special
fork-lift tractor. This type of handhng is said to have the advantage of speed; two or
more unloading crews can work simultaneously on a single cut of cars. It permits
flexibility and economy of operation where large train-load volume of business is avail-
able at major cities. The objection to such an operation is that depressed track terminals
cost at least twice as much — and perhaps more — as end loading facilities. It may also
lead to higher taxes and maintenance costs. However, with adequate volume operating
economies may offset the greater capital cost and hold total costs to approximately the
same level.
More recently, one of the largest car builders has completed the preliminary design
for an all-purpose flat car. It will, they declare, permit either side or end loading of
trailers. A feature of the design includes 2 sets of elevators built into the center of the
75-ft car as optional equipment. The elevator mechanism allows the trailer wheels to be
lowered into the flat car bed, thus lowering the clearance and center of gravity. The flat
car also can be used for general purposes when the elevator wells are raised to create
a flat deck.
With specialized and costly equipment and expensive side-loading terminal installa-
tions the operation depends upon large volumes of balanced traffic to make it a success.
A logical source of such business — as the New Haven and Chicago Great Western opera-
tions have demonstrated — is from motor common carriers. To satisfy their schedule
requirements, and to handle most efficiently the volume of traffic they can provide,
solid trailer trains should be operated where possible. To develop the inherent advantage
of the railroad — long-haul mass transportation — the routes should be between major
340 Economics of Railwa>' Location and Operation
cities between which traffic can be concentrated to support the investment. The motor
carrier, whose inherent advantage is flexible, short haul and terminal distribution, can
then complete the movement to and from the terminal cities.
A motor carrier's over-the-road cost per trailer mile varies, depending on the nature
of his traffic and on the section of the country in which he operates. Wages, licenses,
taxes, including ton mile or axle imposts, vary from state to state. Operators in New
England have the highest costs, which diminish into the South and West. The national
average of direct over-the-road costs is approximately 25 to 30 cents per trailer mile.
Trailers-on-flat-car service must be sold on terms which approximate, or slightly undercut,
the trucker's average cost per trailer mile. On this basis a SO-car train with 2 loaded
trailers per car could produce gross revenue up to about $25 per train mile. Actually,
the revenue would be somewhat less because some of the trailers might be returning
empties producing only half the revenue of a loaded trailer.
Each railroad considering such an operation must evaluate the potential revenue in
terms of its own direct operating expenses — both line haul and terminal — and the cost
of providing and maintaining the specialized equipment and terminal facilities. These
costs must be further considered in the light of motor carrier, direct over-the-road cosL<
in the same territory. This will develop a "zone of negotiation" for an agreement as to
divisions where joint operations are contemplated. Its traffic officers must evaluate the
availability of traffic — whether under rail tariffs or under joint arrangements with motor
carriers — and whether or not the attracted traffic will become a permanent part of the
operation or merely a service of convenience to the highway operators.
As to labor's attitudes, the Railroad Brotherhoods encourage the handling of highway
trailers on railroad flat cars. On the other hand, the Teamsters Union shows little
enthusiasm for it; they now have the matter under study. In 1952 a Teamsters local
picketed the New Haven loading yard at Boston and the railroad was forced to obtain
an injunction to prevent the disruption of its service. The Teamsters Union may insist
on maintaining jobs for its members. It may well be, however, that the coordinated rail-
truck service will, in the long run, make for more teamster's jobs — in terminal distribution
— which will offset any slight loss in over-the-road jobs. Also to be considered is that
continued growth in trucking, such as has occurred since the war, will of itself provide
a new pool of potential traffic, and so obviate elimination of any names from the present
roster of over-the-road drivers.
It is no longer realistic to look the other way and pretend that trailer-on-flat-car
service isn't here. Trailers-on-flat-cars is a live issue and decisions of far reaching con-
sequences must soon be made. Many railroads have already made their decisions, but
some controversial problems still remain.
On September 30, 1953, the New Haven Railroad petitioned the ICC for a declaratory
order, under the Administrative Procedure Act, to provide answers to certain queries
which relate to broad overall questions as to whether or not the New Haven may legally
restrict its "holding-out" to motor common carriers, and if not, what are its obligations
to the public? It asked the rulings to avoid any operation which might directly or
indirectly violate the provisions of the Interstate Commerce Act. The ICC issued a
notice on January 6, 1954, initiating a proceeding to be known as Movement of Highway
Trailers by Rail, Docket No. 31375.
The commission expressed its willingness to receive suggestions and representations
from interested parties. The notice indicated that the commission planned the formulation
or construction of "proposed rules governing this area of transportation". In response
Economics of Ra ilway Location and Operation 341
to the notice, many interested parties submitted suggestions, petitions and other pleadings.
There was rather general agreement that the commission should not publish rules for this
type of operation as no broad experience now existed on which to build such rules. On
April 19, 1954, the commission withdrew its intention to enlarge the case to include
"rule making". The original 20 questions of the New Haven and questions raised by
others have been reduced to 12 and reframed in such manner as to pose the basic legal
questions involved. The issues raised by the questions were heard in oral argument at
Washington on June 28, 1954. The railroads defended their right to perform this service;
the motor carriers tried to claim it was a form of motor carriage requiring certificates
under Part II of the Act.
On July 30, 1954, the commission made its report with the following general
findings:
A railroad may transport its own freight (i.e., freight tendered to it by shippers for
movement by railroad, on railroad bills of lading and at railroad rates) in its own trailers
on flat cars, without holding any authority under Part II of the Act. This is rail trans-
portation rather than highway transportation, and it includes the right to make a terminal
pick-up and delivery of the trailers.
(Note: These same issues are still before the commission in I&S 6214, involving
tariffs published by the PRR, Erie, DL&W, NKP, B&O and Wabash. The commission
suspended these tariffs on June 14, just before they were to become effective. A few days
later the suspension was lifted and the matter set for hearing on July 27. It has been
recessed to October 12, following a stipulation that the railroad respondents will furnish
the motor carrier protestants with information on which a cost study can be based. It
would appear that the issues in this I&S case have already been resolved by the July 30
order.)
A railroad may also transport on its flat cars the trailers of private shippers and
freight forwarders under its open tariffs.
As to contract motor carriers, they can only take advantage of the railroad's trailer-
on-flat-car service and tariffs beyond the territorial limits of their own certificates, in
which case they act as agents for the shipper.
Motor common carriers can ship trailers under tariffs open to the general public or
under division arrangements if they have first established through route and joint rate
arrangements. These arrangements are not compulsory; railroads have the option of
estabhshing them with motor carriers of their own choice and refusing them to others.
Whether or not a railroad can limit its services solely to motor common carriers depends
on the circumstances in particular cases, the nature of the operation and the reasonableness
of the request by others for like service.
The success of trailer-on-flat-car operations will depend upon three fundamentals,
which involve cooperation between the railroad and the highway participants, be they
motor carriers, forwarders, or private carriers:
1. Establishing and maintaining schedules that will equal or better the motor
carriers' over-the-road time.
2. Establishing rates or charges competitive with those pubhshed by motor carriers,
or divisions no greater than the motor carriers' present cost of hauling over-the-
road. They must be low enough to attract highway traffic, yet high enough
to be worthwhile to the railroads.
3. The design of equipment and the type of terminal facility to be used must be
sound from the engineering, operating and economic standpoints.
342 Economics of Railway Location and Operation
4. Railroads providing this service should give careful consideration to uniformity
of equipment and terminal design. Standardization will promote expansion of
local operations into interline services — which historically have led to an
improved railroad industry.
Trailer-on-flat-car service has received widespread carrier, shipper and public interest.
It has been the subject of considerable press comment, both news and editorial. It has
been the subject of resolutions adopted by traffic, carrier and labor groups of national
scope. Its growth is spreading to major railroads from coast to coast. It poses many
problems — principally of a traffic nature. If these can be resolved, it holds promise of
being a forward step in transport coordination.
Report of Committee 13 — Water, Oil and
Sanitation Services
H. L. McMuLLiN,
Chairman,
W. F. Arksey
G. A. AUSBAND
R. A. Bard WELL
R. C. Bardwell(E)
I. M. Bates
A. J. Bellerson
M. R. Bost
I. C. Brown
George Clark
r. e. coughlan
B. W. DeGeer
D. E. Drake
J. J. DWYER
C. E. Fisher
C. J. Freseman
R. S. Glynn
(E) Member Emeritus.
E. C. Harris, Secretary,
H. E. Graham
E. M. Grime (E)
F. E. Gunning
S. H. Hailey
M. A. Hanson
T. L. Hendrix, Jr.
T. W. Hislop, Jr.
H. M. Hoffmeister
A. W. Johnson
C. O. Johnson
W. C. King
J. J. Laudig
G. E. Martln
G. F. Metzdorf
Theodore Morris
J. Y. Neal
A. B. Pierce (E)
H. M. Schudlich,
Vice Chairman,
J. P. Roik'.er
E. R. Schlaf
H. M. Smith
R. M. Stimmel
L. E. Talbot
D. C. Teal
T. A. Tennyson, Jr.
J. E. TiEDT
A. G. Tompklns
J. H. Upham
J. W. USSHER
H. W. Van Hovenberg
R. E. Wachter
C. L. Waterbury
J. E. Wiggins, Jr.
E. L. E. Zahm
Committee
To the American Raihvay Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Types of corrosion in railway water and fuel service, collaborating with
Mechanical Division, AAR.
Progress reported, without formal report.
i. Federal and state regulations pertaining to railway sanitation, collaborating
with Joint Committee on Railway Sanitation, AAR.
Progress report, presented as information page 344
4. Mechanics of foaming and carry-over in locomotive boilers, collaborating
with Mechanical Division, AAR.
No report.
5. New developments in water conditioning for diesel locomotive cooling sys-
tems, collaborating with Mechanical Division, AAR.
Progress report, presented as information page 345
6. Railway waste disposal, collaborating with Joint Committee on Railway
Sanitation, AAR.
Progress report, presented as information page 346
7. Treatment of water for cooling purposes.
Progress report, presented as information page 347
343
344 Water, Oil and Sanitation Services
S. Diesel oil and water servicing facilities, collaborating with Mechanical Divi-
sion, AAR.
Progress report, presented as information page 355
9. Disinfectants, deodorants, fumigants, and cleaning materials, collaborating
with Joint Committee on Railway Sanitation, AAR.
Progress in study, but no report.
The Committee on Water, Oil and Sanitation Services,
H. L. McMuLLiN, Chairman.
AREA Bulletin 518, November 1954.
Report on Assignment 3
Federal and State Regulations Pertaining to Railway Sanitation,
Collaborating with Joint Committee on Railway Sanitation, AAR
H. W. Van Hovenberg (chairman, subcommittee), J. M. Bates, B. W. DeGeer, C. J.
Freseman, R. S. Glynn, H. E. Graham, F. E. Gunning, S. H. Hailey, T. L. Hendrix,
Jr., A. W. Johnson, G. E. Martin, G. F. Metzdorf, D. C. Teal, J. E. Wiggins, Jr.
This is a progress report, presented as information.
Your committee summarizes for this year the activities of the Joint Committee on
Railway Sanitation, AAR, composed of representatives of the Engineering and
Mechanical Divisions; the Medical and Surgical Section, Operating-Transportation Divi-
sion; the U. S. Public Health Service; and the Department of National Health and
Welfare of Canada.
The Joint Committee has continued through its special subcommittee to supervise
the activities of AAR Sanitation Research and Development located at the AAR Research
Center in Chicago, and has made recommendations for its maintenance and budget in
1955. Under the director and assistant director of this unit studies have been progressed
principally with respect to phases of railroad sanitation bearing on potable water and
v/ater hydrants, waste disposal, food service, industrial cleaning chemicals, governmental
regulations pertaining to railway sanitation, dining car refrigeration, and food handlers
training programs for dining department personnel, along with visits to many AAR
Member Roads to estabUsh contact with officers who have been designated as responsible
for sanitation matters within their respective organizations.
The Joint Committee has also continued to serve as liaison vsdth the U. S. Public
Health Service on aspects of sanitation related to railroad operations.
Your representatives on the Joint Committee are T. L. Hendrix, Jr., J. E. Wiggins,
Jr., and H. W. Van Hovenberg, the last named serving also as the engineering representa-
tive on the special subcommittee.
Water, Oil and Sanitation Services 345
Report on Assignment 5
New Developments in Water Conditioning for Diesel
Locomotive Cooling Systems
Collaborating with Mechanical Division, AAR
M. A. Hanson (chairman, subcommittee), I. C. Brown, R. E. Coughlan, B. W. DeGeer,
J. J. Dwyer, F. E. Gunning, E. C. Harris, T. W. Hislop, ]r., H. M. Hoffmeister,
iC. O. Johnson, H. M. Schudlich, R. M. Stimmel, A. G. Tompkins, J. H. Upham,
J. E. Wiggins, Jr., E. L. E. Zahm.
Bo rate-nitrite type diesel cooling system inhibitors are being used rather extensively.
A recent survey indicated that approximately half the railroads are now using the borate-
nitrite type inhibitors. The results obtained using the borate-nitrite type inhibitors have
been widely divergent, varying from excellent to completely unsatisfactory.
One moderately large railroad has used a borate-nitrite type inhibitor for approxi-
mately IJ^ years. The raw water supplies are of a generally good quality. Most of the
water supplies are pre-softened with zeolite softeners, followed by mechanical proportion-
ing of the corrosion inhibitor. The concentration of inhibitors in the locomotives is
periodically tested by laboratory personnel. The results accomplished are reported to be
excellent on all models of locomotives owned. This is the only railroad reporting unquali-
fied satisfactory results on models of locomotives known to be difficult to inhibit against
corrosion.
Another relatively large railroad with less favorable raw water supplies, and with
less favorable control and proportioning equipment, experienced such extensive corrosion
in cooling systems that the use of borate-nitrite inhibitor was discontinued, and the use
of alkaline chromate inhibitors was resumed. Alkaline chromate inhibitors had been
previously used without experiencing any difficulty due to corrosion.
Various other railroads have obtained results intermediate between the two examples
cited. ..
The borate-nitrite type inhibitors used have, in nearly all instances, been proprietary
compounds. There have been changes from time to time in the formulation of these com-
pounds which has increased the difficulties in arriving at a definite evaluation.
The results obtained to date are believed to justify the following conclusions:
1. Borate-nitrite type inhibitors are less effective at reduced concentrations than
alkaline chromate inhibitors.
2. The concentration of borate-nitrite type inhibitors required for satisfactory
inhibition is substantially double that required for alkaline chromates.
.^. The borate-nitrite type inhibitors have such limited solubihty that considerable
difficulty is experienced in applying them to diesel engine cooling systems in
the required concentrations.
4. The adoption of borate-nitrite inhibitors has been due to suspected skin irrita-
tions of employees handling alkaline chromates, rather than any lack of
effectiveness of alkahne chromates as corrosion inhibitors.
5. No complaints have been received concerning borate-nitrite type inhibitors
producing skin irritation.
Some question remains as to the effectiveness of borate-nitrite type inhibitors when
used in waters containing substantial amounts of sodium chloride.
346 Water, Oil and Sanitation Services
Some tests are underway using soluble oils as corrosion inhibitors. Another test is
underway using sodium molybdate. There is insufficient field experience with either of
these inhibitors to be able to make any certain evaluations.
This is a progress report, submitted as information.
Report on Assignment 6
Railway Waste Disposal
Collaborating with Joint Committee on Railway Sanitation, AAR
T. A. Tennyson, Jr. (chairman, subcommittee), W. F. Arksey, J. M. Bates, A. J. Beller-
son, M. R. Bost, C. J. Freseman, R. S. Glynn, F. E. Gunning, T. L. Hendrix, Jr.,
Theodore Morris, J. Y. Neal, E. R. Schlaf, H. M. Smith, J. E. Tiedt, J. W. Ussher,
J. E. Wiggins, Jr.
This year your committee has made a review of the state and federal regulations
pertaining to the disposal of industrial wastes as discussed in the various trade and
technical magazines and by circulation of a questionnaire. Results of this activity indicate
that all states now have water pollution control laws and organizations to enforce them,
or operate in compliance with the Federal Water Pollution Control Act (Public Law 845
— 80th Congress) . In addition, most of the major river basins and coastal areas are
covered by interstate agreements concerning the control of pollution.
State, federal and the interstate regulations are of the type discussed in your com-
mittee's report published in the Proceedings, Vol. 51, 1950, and our present survey indi-
cates no basic changes since that time. This survey also indicates that the railroads have
no real waste disposal problems unless it is, perhaps, to continue the efficient operation
of waste oil separation facilities which some railroads have had to install. Some limits
currently prescribed for oil in individual situations have been 10, 15 and 20 parts per
million. The laws generally do not set arbitrary limits on specific waste materials but
forbid discharge which "shall cause or contribute to pollution of waters of the state."
An example is given by the definition of "unpolluted water or waste" established by
Sanitation District No. 1, Campbell and Kenton Counties, Kentucky, which states that
this "shall mean any water or waste containing none of the following: free or emulsified
grease or oil; acid or alkali; phenols or other substances imparting taste or odor in
receiving waters; toxic or poisonous substances in suspension, colloidal state or solution;
and noxious or odorous gases. It shall contain not more than 10,000 parts per million
by weight of dissolved solids, of which not more than 2500 parts per million shall be as
chloride, with permissible volume subject to review by the District; and not more than
10 parts per million each of suspended solids and B. O. D." Some of the regulations do
mention pH limits, which usually range between 6.0 and 8.5, although pH as high as
10.6 has been permitted. A complete list of the regulatory agencies and organizations
concerned with water pollution control in the United States can be obtained from Sub-
committee VII of ASTM Committee D-19.
This report is presented as information.
Water, Oil and Sanitation Services 347
Report on Assignment 7
Treatment of Water For Cooling Purposes
L. E. Talbot (chairman, subcommittee), R. A. Bardwell, I. C. Brown, George Clark,
D. E. Drake, T. J. Dvvver, C. E. Fisher, H. E. Graham, M. A. Hanson, C. O. John-
son, W. C. King, J. j. Laudig, G. F. Metzdorf, J. P. Rodger, A. G. Tompkins,
J. H. Upham, J. W. Ussher, C. L. Waterbury, E. L. E. Zahm.
This is a report of progress, presented as information.
The increased use of air conditioning, both in railroad rolling equipment and office
buildings, and the increased use of internal combustion engines on railroads during the
past few years, have introduced new problems in water treatment. This report outlines
some of the problems being encountered and gives current methods for their solution.
A. TYPES OF COOLING SYSTEMS
There are three general types of cooling systems used in industry. These are as
follows:
1. Once-Through
In the once-through s>stem the water passes through the heat exchanger equipment,
absorbs heat, and then discharges as waste. Where the plant is relatively small, or in
large plants where the available water supply is unlimited, this type of system is pre-
ferred. It is economical to install and produces less difficulty from corrosion and deposit.?
in the heat exchanger than the recirculating .system. No evaporation or concentration of
solids takes place because the cooling water passes through only once. However, in some
areas of the country, the once-through systems are not practicable because of shortages
and costs of water supplies.
2. Open-Recirculating
The open-recirculating systems are being installed more and more, using spray ponds
or cooling towers to release the absorbed heat to the atmosphere by evaporating a portion
of the cooling water. This system saves water, as the only losses are those caused by
ev^aporation, wind and blowdown. Evaporation of the water results in the concentration
of the dissolved and suspended solids present in the make-up water. Also, the spray pond
or cooling tower introduces an aerating effect which increases the dissolved oxygen content
and thereby encourages corrosion.
3. Double-Recirculating
Where the raw water is ver\' limited in amount, or where it contains an excessively
high concentration of solids, double-recirculating systems are installed. In such systems
the primary water that absorbs heat from the plant equipment is kept in a closed cycle
and is not exposed to the atmosphere. The warm water in the closed system is cooled by
secondary recirculating water passing through a heat exchanger, the open-cycle water
being cooled by a cooling tower or spray pond. A double-recirculating system avoids
evaporation and concentration in the closed cycle. The amount of make-up water for the
closed system is thereby negligible, and condensate or properly externally treated water
may be employed.
US Water, Oil and Sanitation Services
B. TYPES OF SCALE
1. Calcium Carbonate
The type of scale most commonly encountered in any circulating water subjected to
increase in temperature and/or increase in concentration is calcium carbonate, which
results from the decomposition of calcium bicarbonate in accordance with the following
reactions:
Calcium Bicarbonate + Heat = Calcium Carbonate -f Carbonic Acid
Ca(HC03)2 +Heat= CaCOs + H2CO.
Carbonic Acid + Heat •=. Carbon Dioxide + Water
H.COa + Heat = CO. + H,0
2. Calcium Sulfate
Calcium sulfate scale is rarely encountered in air-conditioning systems, except with
unusual make-up water characteristics, since the solubility of calcium sulfate is not usually
exceeded in these systems. The solubility would be exceeded in some instances where
waters of permanent type hardness are used, or where sulfuric acid is used to remove
temporary hardness.
3. Iron Oxides and Hydroxides
A special case of scale formation from ferrous bicarbonate may be encountered in
cooling water systems employing iron-bearing well waters in accordance with the following
reactions:
Ferrous Bicarbonate = Ferrous Carbonate -|- Carbon Dioxide + Water
Fe(HC0s)2 = FeCOa + CO2 + Hi-O
Ferrous Carbonate + Oxygen z= Ferric Oxide + Carbon Dioxide
4FeC0:i -f- 30,. = 2Feo03 + 4C0.
Iron oxide may also be form.ed because of corrosion in the cooling system; however,
this will be discussed under a special heading.
4. Mud and Silica
The build up of mud and/or silica in the cooHng system is usually due to the
presence of suspended solids in the make-up water or dust and dirt contamination from
the atmosphere. If possible, these solids should be removed by external methods, such
as coagulation and filtration.
C. USE OF THE LANGELIER INDEX
Prediction of the tendency to deposit calcium carbonate scale is readily made by the
use of Langelier's equation. Based on a knowledge of the calcium, alkalinity, and dis-
solved solids content of the water, together with the pH value and the temperature
encountered, Langelier's equation permits determination of the pH of saturation. It is
calculated by the following method:
1. Knowing the temperature and total dissolved solids, find constant from Fig. 1.
Locate this point on Col. 1, Fig. 2.
2. Aline this point with known value of calcium hardness on Col. 3, marking the
intersection on Col. 2 (Pivot Line).
3. Aline this point on Pivot Line with known alkalinity on Col. 5.
4. Read pH saturation (pH^) from the intersection of above line with Col. 4.
Water. Oil and Sanitation Services 349
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Water, Oil and Sanitation Services
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5. Saturation index is the actual pH minus pH saturation (pHs).
If the actual pH exceeds the pHs, the index will indicate incrusting tendencies; if the
actual pH is lower than the pHs, the water will be corrosive. Thus, a positive index
indicates a tendency to deposit calcium carbonate scale, and a negative index indicates a
tendency to dissolve scale, if present. A decrease in calcium hardness, alkalinity, tempera-
ture, or pH will lower the index, while a decrease in total dissolved solids will slightly
increase the index.
The saturation index is a measure of directional tendency and driving force, but not
of capacity, since it does not indicate how much calcium carbonate will deposit. For
Water, Oil and Sanitation Services 351
example, in zeolite softened water, where the effluent is very low in calcium, the index
may be positive and high, but normally there will be no appreciable scale formed.
Limitations in the use of the Langelier index are due mainly to the effects of tem-
perature. If, for example, the saturation index of a cooling system water (taken from
the cooling tower) is — 0.7, this index will change to — 0.1 at approximately 200 deg F.
This condition is due to the fact that the solubility of calcium carbonate decreases with
temperature rise. The same conditions exist when the index at the lower temperature
is in the positive range. In this case a rise in temperature would further increase the
index. For this reason the use of sequestering agents is necessary in systems w'herc a wide
range of temperature exists.
Where adjustment of the index is necessary, lime or soda ash is used to raise the
index, while sulfuric acid is normally applied to reduce it. If a water is properly treated
and sufficiently inhibited, no trouble should be encountered with incrustation, provided
that the saturation index is less than -f 1.5.
D. METHODS OF TREATMENT FOR SCALE PREVENTION
I. Internal Treatment
a. Once-Through Systems. Prevention of scale formation in once-through systems
usually depends on the addition of sequestering agents, such as polyphosphates and
tannins, which have the property of preventing crystal growth and, therefore, scale
deposits. For most waters having a positive Langelier Index, indicating scaling tendencies,
the addition of 3 to 5 parts per million of a sequestering agent is usually sufficient to
prevent deposition in once-through systems. This is because most natural waters do not
have hardness of such magnitude that the polyphosphate organic treatments will not be
effective; also, once-through cooling water is seldom held at elevated temperatures for
long periods. However, if a water contains a large amount of scale-forming salts, and
it is impossible for the treatment to work efficiently, it may be necessary to treat the
water first by means of acid, lime or other means to reduce the hardness. The water
should be treated to bring it within the effective range of the treatment recommended.
The application of sulfuric acid to convert a part of the carbonate hardness to the
sulfate form is the most convenient way to accomplish this result.
A special case of scale formation from ferrous bicarbonate may be encountered in
once-through cooling systems employing iron-bearing well waters. This problem is handled
either by the use of sequestering agents or by the use of an iron removal system. Because
most of the iron deposits result from deposition of corrosion products, the treatment
involved will be discussed under Corrosion Control.
b. Recirculating Cooling Systems. The problem of preventing scale formation in open
recirculating systems is more difficult than in the once-through systems. The water in
an open system is concentrated as a result of evaporation loss, which increases the mineral
solids content. While calcium carbonate is the principal offender, it is also possible to
encounter other scaling solids due to calcium and magnesium silicates and calcium sulfate.
For this reason excessive concentration? in the water system must be avoided by blow-
down procedures.
The type of treatment required to prevent scale in open systems is similar to that used
in the once-through system, i.e., the use of sequestering agents, such as polyphosphates
and tannins, which have the property of preventing crystal growth and, therefore, scale
deposits.
352 Water, Oil and Sanitation Services
2. External Treatment
a. Cold Line Treatment. Cold line treatment is widely used for the reduction of
calcium hardness and an equivalent amount of alkalinity, thereby simultaneously lowering
two of the factors contributing to the positive index. In this method hydrated lime is
added to the water in a sedimentation tank; the water is allowed to clarify by sedi-
mentation, and the effluent with this method is normally stable with respect to calcium
carbonate saturation, indicating that the Langelier Index is only slightly positive at the
elevated temperatures. However, increased temperatures plus the concentrating effect in
the cooling system would result in an excssively positive index if no further treatment
were applied. Therefore, acid is fed to the effluent for reduction of the pH and alkalinity.
Determination of the correct acid dosage is a matter of judgment, depending upon
the water analysis and the number of concentrations taking place in the cooling system.
In general, it is unwise to attempt to reduce alkalinity to less than 10 parts per million
by acid. As an alternate, a polyphosphate may be used following the lime treatment,
especially if the water is not heated to a high temperature.
With lime treatment a calculated index in the range of + O.S to + 1 .0 at the highest
temperature in the system is usually satisfactory.
b. Zeolite Treatment. Clear hard-water supplies may be treated for controlling scale
by sodium zeolite softening all or a portion of the water. This type of treatment has the
advantage of simphcity, since operation of the system requires limited chemical control,
and the desired regeneration procedure can be fully automatic.
Complete zeolite softening should be used with discretion, for absence of scale may
lead to corrosion. Also, where high raw water alkalinities are involved, the large amount
of sodium bicarbonate contained in the sodium zeolite effluent will partially decompose
to form sodium carbonate in the cooling water, which, in turn, give rise to a high pH
water and may cause delignification of wooden tower structures. If it is desired to treat
high alkaline waters by this method, sulfuric acid may be added to the effluent for the
purpose of reducing the alkalinity. There are also other disadvantages where high alkaline
water is allowed to concentrate in the cooling system, in that where appreciable loss
of water by wind occurs, everything in the neighborhood of the cooling tower will be
coated with a white deposit.
Partial zeolite softening with hard water by-pass, plus acid feeding if required for
reduction of alkalinity, is a simple and flexible method of preventing excessive scaling.
With this treatment, leaving appreciable residual hardness in the water provides protec-
tion against corrosion of ferrous heat exchange surfaces. As with the lime treatment,
control is normally by use of the Langelier Index.
c. Acid Treatment. Another form of scale control consists of reduction of alkalinity
by acid treatment. Calcium bicarbonate is converted to calcium sulfate in accordance
with the following reaction:
Calcium Bicarbonate + Sulfuric Acid = Calcium Sulfate -|- Carbon Dioxide + Water
CaCHCO.). + H.SO4 ^- CaSO, + 2 CO. + 2H.0
The carbonate alkalinity of the make-up water can be controlled within any desired
limits by this method. Usually, acid is applied to adjust the "M" reading to between
2 and 3 grains per gal, or to maintain a pH range of from 6.0 to 7.0. When the pH is
carried within this range, the Langelier Index will generally be negative and, therefore,
calcium deposits will not be a serious problem. Exact control cannot be maintained with
respect to index adjustments because of temperature differentials in the system and there-
Water, Oil and Sanitation Services .^5,^
fore, water treated by the acid method must also be further conditioned by the use of
sequestering agents as previously discussed.
In the use of acid treatment, consideration must be given to calcium sulfate forma-
tions and concentrations in the system. While this material is quite soluble, it has
solubihty limitations and Vvill form scale if the concentration exceeds approximately 2000
parts per million. The acid should be applied either to the return water inlet, the make-up
line, or at the bottom of the cooling tower. Carbon dioxide gas is formed as a part of
the acid reaction, but it will be partially removed by aeration in the tower if the acid
required is applied as above. The amount of acid required is determined by the following
calculations:
Acid (lb/100 gal) required = "M" reading — Residual "M" reading desired.
(Note — "M" reading is methyl orange alkalinity in grains per gallon in
terms of calcium carbonate.)
It is usually advisable to feed sulfuric acid diluted to S to 10 percent strength, since
better distribution and control of the dosage is obtained as compared with the use of
concentrated acid.
d. Blowdoiun Control. Control of the number of cycles of concentration in the cir-
culating water system is also important in order to prevent the development of excessive
solids. In many cases the necessity for the use of acid treatment is avoided by main-
taining lower cycles of concentration in the presence of sequestering agents.
The maximum allowable concentration will depend on the type of water in the
system and the heat exchange temperatures encountered. For calcium carbonate type
waters, the blowdown must be sufficient to keep the calcium carbonate concentration or
the saturation index within ranges where the cooling water treatment will be effective.
With waters containing high permanent hardness, the blow-down must be sufficient to
prevent calcium sulfate from concentrating to the point where it exceeds its solubility —
about 2000 parts per million. When sufficient sulfuric acid is used to reduce bicarbonate
hardness, the calcium sulfate content of the cooling water is the limiting factor in con-
trolling blowdown.
E. CORROSION FORMATIONS
1. Types
a. General Attack is a type in which the entire surface of the metal is corroded.
Attacks of this type are generally due to a low pH or acid water, e.g., from sulfur gases
or carbon dioxide. Because the attack is general in nature, failures are not common except
under very severe conditions.
b. Pitting is a form of attack which is localized. Attacks of this nature result wholly
from the presence of dissolved o.xygen or some other locaHzing effect. In many cases
pitting is accompanied by tuberculation; such corrosion may lead to objectionable
deposits as well as metal failure.
c. Micro-Biological Attack is sometimes referred to as sulfate reducing bacteria. This
type of corrosion generally occurs in the form of pits.
d. Stray Current Electrolysis is an attack in which the metal is eaten away, especially
where the current leaves the system.
2. Types of Control
The manner in which an inhibitor functions is referred to as its control, but in general
inhibitors act in a mixed manner, a combination of two or more of six types. They are
as follows:
354 Water, Oil and Sanitation Services
a. Anodic polarization.
b. Cathodic polarization.
c. Forming protective coatings.
d. Preventing harmful deposits.
e. Removal of corrosive constituents.
f. Adjusting the pH.
Soda ash and caustic soda are used widely to reduce the corrosiveness of various
waters. These chemicals, and many others such as lime, alkaline phosphates, silicates, and
borates, are employed to neutralize acidity. Neutralization can lessen corrosion but seldom
eliminates it completely, unless other factors are brought into action. Where the water
has a high negative saturation index and the sequestering agents will be of httle or no
benefit, it is recommended that the index be adjusted by using soda ash or caustic soda.
An objection to soda ash is the danger of building too thick a carbonate layer on a heat
transfer surface or clogging narrow passages. An advantage is low cost and the fact
that it may be combined with many other treatments.
Sulfites have been reported to reduce some forms of corrosion. They are believed to
function through removal of dissolved oxygen and are incompatible with oxidizing
passivators. However, the reaction between commercial sulfite and oxygen is slow at cool
water temperatures, and it is not practical for cooling water deaeration. Recently,
catalyzed forms of sodium sulfite have been developed which react rapidly with oxygen
at cool temperatures. Cost appears to be the main limitation of this treatment, since the
sulfite requirement is about 10 parts per part of oxygen.
Molecularly dehydrated phosphates are an outstanding example of inhibitors which
prevent harmful deposits. Through their softening and sequestering action they prevent
deposition of substances which, in turn, might set up regions of different potentials. They
also have cleaning actions which tend to remove deposits and surface incrustations. They
help to keep the water clean in appearance by eliminating "red water"; however, some
iron may remain in solution or in an invisible form. One of the best phosphates for this
purpose is sodium hexametaphosphate. It may be used in one of two ways. The first is
the threshold treatment which introduces 1 to 10 parts per million of phosphate. This
has been found helpful in once-through systems, but metaphosphates tend to lose their
sequestering properties on lapse of time by reverting to the orthophosphate, particularly
when heated. The second method is to introduce a much larger amount in excess of that
required to hold in solution all metal oxides. Intermediate proportions may cause
precipitation of insoluble phosphates. In recirculating systems the lower pH values are
advantageous, not only in changing the form of corrosive attack, but also in permitting
the use of sufficient polyphosphate treatment to overcome the most severe corrosion
problem without danger of the polyphosphate reverting to the orthophosphate form. This
method has been found to be so satisfactory that adding acid to reduce the cooling water
pH has become common practice. The best results have been obtained by maintaining
the pH value of the water in the range of 6.0 to 7.0 and the polyphosphate concentration
at from 70 to 80 parts per million at all times.
Borates have softening and sequestering properties, but less pronounced than phos-
phates. They have neutralizing properties, but a great deal more borate is required than
soda ash. The advantage of using borates is that a large excess is harmless to certain
metals which would be attacked by an overdose of more caustic compounds.
Sodium silicates function in somewhat the same manner as soda ash to neutralize
acidity, but they have the additional property of forming siliceous compounds which
Water, Oil and Sanitation Services 355
may be deposited to form protective tilms. They also possess desirable cleaning and
sequestering properties. Unlike other inhibitors, sodium silicates may be prepared in a
slowly soluble form, making their use desirable in small units which are serviced at long
intervals.
Chromate inhibits corrosion by forming a thin passivating film on the surface of the
metal exposed to chromate solutions. This treatment is usually employed where ferrous
metals must be kept entirely free from scale and, at the same time, be protected from
corrosion. A concentration of about 300 to 500 parts per million of sodium chromate
maintained in the circulating water forms a uniform thin barrier between the metal and
the oxygen in the water. Unlike the phosphate treatment, the water used with this
treatment should be slightly alkaline, and the concentration of dissolved salts should be
less than 1000 parts per million. Because of their high cost chromium compounds are
seldom used in once-through systems; if the make-up water is excessively high in recir-
culating systems, the cost of chromium compounds makes its use prohibitive in these
systems also.
Sodium nitrite inhibits corrosion through anodic polarization in much the same
manner as chromates. In protecting the metal the nitrite serves as an oxidant, being
reduced to ammonia. Organic chromates, such as chrome glucosates, are true passivators,
inhibiting corrosion through anodic polarization very much the same as inorganic
chromates. They are used in recirculating water systems employing various types of cool-
ing towers. Their effectiveness is roughly proportional to their hexavalent chromium
content; but, since they are a little less reactive than inorganic chromates, they last a
little longer, particularly when hot. These organic chromates tend to produce an adherent
film which may be very dark in color, sometimes almost black. Because of the com-
paratively high cost of organic chromates, the inorganic chromates are of greater industrial
importance.
Report on Assignment 8
Diesel Oil and Water Servicing Facilities
Collaborating with Mechanical Division, AAR
D. C. Teal (chairman, subcommittee), W. F. Arksey, G. A. Ausband, A. J. Bellerson,
George Clark, D. E. Drake, C. E. Fisher, C. J. Freseman, F. E. Gunning, S. H.
Hailey, T. L. Hendrix, Jr., A. W. Johnson, W. C. King, E. R. Schlaf, T. A. Tennyson,
Jr., J. E. Tiedt.
This is a review and condensation of previous committee reports combined with new
material to form a statement of recommended practice which is now submitted as infor-
mation, with the recommendation that after further consideration, and with approval of
collaborating organizations, it be published in the Manual. The report is divided into two
parts, one dealing with the design and construction of fueling facilities, and the other with
water supply for diesels.
SCOPE
The efficient operation of diesel power requires that fueling and watering facilities be
available at engine terminals and at main line points for the servicing of through trains.
Appropriate facilities must also be provided for diesel yard switchers. As shown in Fig. 1,
these facihties generally consist of (1) fuel oil storage tanks, (2) fuel oil pumps, (3) dis-
tribution lines, (4) unloading facilities, (5) delivery to locomotives, (6) fire protection,
and (7) diesel watering facihties.
356
Water, Oil and Sanitation Services
WASH RACK
SAND TOWER
FUELING MAST
PLATFORM
SERVICE HYORANTI-
WATER COLUMr
r -^
INSPECTION PIT
X
]
LEGEND:
PIPE LINES
FUEL OIL
WATER
DRAIN
O (A
i ° a. » FIRE EXTINGUISHER
DIKE
is i
. O -I
w
■H
I L....
L.
OIL SEPARATOR
^ FIRE HYDRANT
FIG. I
DIESEL OIL AND WATER SERVICING FACILITIES
Water, Oil and Sanitation Services 357
DIESEL FUELING FACILITIES
A. GENERAL CONSIDERATIONS
1. Characteristics of Diesel Fuel Oil
The design of facilities for handling diesel fuel oil must take into consideration fuel
oil characteristics which will vary with the producer and as ordered by the individual
railroad. Design should also recognize that economic pressure or a national emergency can
adversely affect the quality of the fuel oil, especially with regard to viscosity, pour point,
flash point and stability.
2. Compliance with Governing Laws Regarding Approval of Plans, Etc.
Major items that must be considered early in design work are listed below:
Submission of Plans. Most state fire codes require that plans for fuel oil storage or
handling facilities be submitted to the state fire marshal! for approval before construction
is started.
Location of Storage Tanks. It is usually required that diesel fuel oil storage tanks be
separated from each other by a distance equal to the diameter of the largest, and from
the nearest property line by the same distance.
Dikes. Storage tanks should be surrounded by dikes, designed to contain the fuel oil
to the immediate area in case of disaster.
Fire Protection Measures. See Sec. G. Fire Protection
B. FUEL OIL STORAGE FACILITIES
1. Storage Requirements
Adequate storage must be available for reserve in the event of interruption of delivery
from normal sources of supply. Recommended practice is: For small stations — 30 days'
reserve; for large stations and system — 60 days' supply.
2. Types and Sizes of Storage Tanks
Common and recommended practice is to use prefabricated cylindrical-type tanks
for small stations and field erected standpipe-type tanks at large consumption points.
The size of prefabricated tanks is limited to 10 to 12 ft diameter and 40 to 50 ft
long account of shipping restrictions.
Field erected standpipe-type tanks have been installed by railroads in sizes ranging
from 26 ft in diameter by 25 ft high (100,000 gal), to 110 ft in diameter by 35 ft high
(2,500,000 gal) .
The decision of whether to install several smaller tanks instead of one large one
should be based on total storage requirements, available space and relative costs. The
operating advantages of a multiple-tank installation are obvious.
Where normal consumption at a station calls for a storage capacity of less than
100,000 gal, it will be economically advantageous to use one or more prefabricated tanks.
For over 100,000 gal, use field erected standpipe-type tanks.
3. Design and Construction of Standpipe-Type Tanks
It is customary to contract for the fabrication and erection of standpipe-type storage
facilities by outside steel companies on foundations furnished by the railway company.
It is recommended that the tank itself be constructed in accordance with current AREA
Specifications for Welded Steel Water and Oil Tanks, Part 3, this Chapter. Structurally
358 Water, Oil and Sanitation Services
supported roofs should be used on tanks over 30 ft in diameter. The American Petroleum
Institute (API) standards may be used for appurtenances not covered by the AREA
specifications. - ',? i^ ',
4. Tank Appurtenances and Fixtures
Cylindrical storage tanks should be equipped with shell nozzle for inlet and outlet
pipe connection; shell nozzle for drain connection; manhole on the top side; gaging
hatch; level indicator; and a vent, the size of which should be in accordance with the
American Petroleum Institute Venting Guide.
Standpipe-type storage tanks should have the following appurtenances: Shell nozzle
for inlet and outlet pipe connection, shell nozzle for water drawoff connection, shell
nozzle for air pipe (fire protection) connection, 24-in diameter shell manhole, 24-in
diameter roof manhole, outside and inside ladders, level indicator, gaging hatch, water
draw-off sump, and vent sized in accordance with the API venting guide mentioned above.
Recommended design features for tank appurtenances are as follows:
Location of Tank Outlet. Outlets should be located so that fuel oil will be drawn off
6 to 12 in above bottom of tank, thus allowing space for collection of water and sludge.
Water Draw-off Sump and Valve. Provide a small sump in bottom of standpipe-type
tanks, with siphon pipe and a non-freeze valve in the shell to draw off accumulations of
water.
Internal Check Valves. Provide an internal check (safety) valve in outlet pipe, which
will automatically close in the event of fire, as and when required by state fire laws.
Level Indicators. These should be installed for the full height of the tank and be of a
design that will permit accurate determination of the amount of oil in the tank.
Ladders. Vertical outside and inside ladders with 5^-in by 2-in side rails and 54-in
diameter rungs are recommended for use on standpipe-type tanks. Roof ladders are not
ordinarily needed. The alternate to the vertical ladders, which would be a spiral stair
arrangement with handrail, is expensive and not justifiable unless conditions require
frequent climbing of the tank by operating personnel.
Vents. Mushroom, gooseneck or tee-type vents are equally satisfactory. They should
be screened to prevent the entrance of birds. The use of flame arresters is not recom-
mended as clogging often renders them inoperative and results in pumping difficulties.
5. Tank Foundations
Prefabricated Cylindrical Tanks. Common practice is to set these tanks horizontally
on reinforced concrete saddle piers.
Standpipe-Type Tanks. The average tank of this design, full of oil, seldom weighs
more than 2000 lb per sq ft of bearing surface, and in most cases can be installed on
relatively inexpensive foundations. At locations where the bearing capacity of the soil is
3000 lb per sq ft or more, level the site and remove any soft top soil, then install gravel
or medium size crushed stone over the foundation area to a height of at least 12 in above
finshed grade and to a diameter slightly greater than that of the tank. This material
should be confined at its perimeter by a circular reinforced concrete curb, which can
also serve as support for the outer rim. The surface area between tank shell and curb,
if any, should slope outwardly and be paved with concrete or asphalt. As a rust preven-
tive measure a 3-in sand cushion, well mixed with a good grade of sulfur-free oil, should
be spread over the area on which the bottom of the tank will rest.
Where the bearing capacity of the soil is less than 3000 lb per sq ft the foundation
for tanks will require special design to meet local conditions.
Water, Oil and Sanitation Services 359
6. Painting of Tanks
In preparation for painting, specifications should require that tank steel, after fabrica-
tion and before shipment, be immersed (pickled) in a hot dilute phosphoric acid bath
designed to insure complete removal of mill scale and rust, then shop painted with a red
lead or zinc chromate primer. After erection at the site the outside of the tank shell and
roof should receive a second coat of the primer, followed by the finishing coat. The type
of finishing coat should be compatible with the primer and its color in conformity with
the railway company's standard. The majority of railroads in the United States have
adopted aluminum or white paint for this purpose as it reflects, rather than absorbs, heat
from the sun, and tends to keep the stored oil at a lower temperature in hot weather.
The underside of bottom plates .should be given a bituminous coating prior to
welding.
There is no need to paint the interior of a .fuel oil tank.
A less expensive but not quite as satisfactory method of painting is to require that
tank steel, after fabrication, be shipped without shop coat of paint. In this case, during
erection, the steel should be thoroughly cleaned by wire brush or sand blast and then
the outside should be allowed to weather for at least six months, after which the con-
ventional two coats of primer and one finishing coat can be applied.
7. Dikes
Use earth construction where space is available and concrete where space is limited.
Earth dikes are usually designed from 4 to 6 ft high, with a 3-ft crown and 1^ to 1
slope. The volume enclosed below top of dike should be at least 10 percent greater than
the total capacity of the tank or tanks within the diked area. Tanks above ,^5,000-gal
capacity should have individual dikes.
C. FUEL OIL PUMPING FACILITIES
L Selection of Pump
Types. Electric motor-driven pumps of either the centrifugal or rotary type give
satisfactory service and are recommended for railroad use. The centrifugal pump, with
self-priming arrangement, may be used successfully where there is a flooded suction or
very little suction lift, while the rotary is best suited to locations where appreciable
suction lift is involved, such as when unloading from dome of a tank car. Rotary-type
pumps are positive displacement and must be equipped with rehef valve and by-pass to
prevent the development of e.xces.sive pressures when outlets are closed.
Pump Motors. Calculations for power requirements must allow for friction losses
through pipe, hose, and the various pieces of equipment such as filters, strainers, meters,
etc., in addition to the static head against which the pump will have to work under
maximum viscosity conditions.
Sizes. Freight and passenger diesels are equipped with fuel oil storage tanks that hoM
from 800 to 2400 gal, v/hich are vented for a maximum delivery of around 300 gpm.
The storage tanks of some of the small diesel switchers have a capacity of around 800 gal,
and receive their fuel through an open end pipe by means of a nozzle valve similar to the
way an automobile gasoline tank is filled. In consideration of the above, the following is
recommended:
Use 200 to 300-gpm pumps at major engine terminals and main-line, through-train
servicing points where fast fueling is required.
Use 50 to 100-gpm pumps for small .switcher fueling points.
360 Water, Oil and Sanitation Services
Number of Pumping Units. Each pump should be connected so that it can be used
either for unolading from tank cars to storage, or for fueling diesels. One unit, so con-
nected, is all that is needed at small consumption fueling points. Important stations,
however, should always have two or more pump units.
2. Housing of Pumping Equipment
Pumping equipment should be protected against bad weather and to prevent
meddling by unauthorized personnel. Prefabricated metal houses are recommended for
this purpose. They should be of adequate size to accommodate pumps and all
appurtenances.
In the case of duplicate pumping faciUties, common practice, dictated by economy,
is to install them together in the same house. Some railroads, however, prefer installation
in separate houses on the basis that if one is subject to damage by fire, the other will
still provide complete service.
3. Pumping Plant Appurtenances and Accessories
In addition to pumps, the proper handling of diesel fuel oil requires the use of cer-
tain accessories, such as fuel oil filters, strainers, meters, air eliminators, electrical facilities,
etc., as outlined below:
Fuel Oil Filters. Diesel fuel oil must be filtered at least once, and some railroads
make a practice of doing this twice before delivery to engines. The dual filtration can be
accomplished by installing the filter equipment in the pump house on the discharge side
of the pump so that the fuel oil will be filtered (1) as it is unloaded to storage, and
(2) when it is pumped from storage to engines.
Practically all railroads use cartridge-type filters with removable elements. Their
capacity should always be greater than the maximum pumping rate.
There are various kinds of filter cartridges, such as cellulose, cotton waste, pressed
paper, and wood fiber.
The friction loss through a filter will be about 4 psi when cartridges are clean. These
losses increase as elements become clogged. When the difference between inlet and outlet
pressure, as shown on gages attached to filter, becomes excessive the dirty, cartridges
must be replaced with new ones.
Strainers. A strainer with 30-mesh removable screen should be installed in the suction
line next to or near the pump, as a precaution against intrusion by any sizeable foreign
matter. Some railroads also provide a strainer just ahead of the fueling area meters.
Meters. One meter should be installed in the pump house on the discharge side of
pump and one or more at each fueling point. Some railroads provide separate meters
for each fueling outlet.
Meters should have a rated capacity somewhat greater than maximum pumping rate.
Rotary, positive-displacement-type meters are accurate, cause but little resistance to
line flow, and are recommended for railway diesel fueling work. A wide variety of
registers are available for use with the meter, including the continuous counter, good for
1,000,000 gal, and the reset dial, good for 10,000 gal. Also available is a recording printer
dial for those who keep printed records of each oil delivery.
Air Eliminators. This equipment is commonly installed in pump houses on the dis-
charge side of pumps, and ahead of filters and the meter. Its function is to release any
entrapped air from the oil before it can enter and affect operation of the filters or the
accuracy of the meter. A few railroads also make a practice of installing air eliminators
just ahead of meters at the fueling outlets.
Water, Oil and Sanitation Services 361
Electrical Facilities. The electrical work require for a fuel oil pumping plant consists
mainly of power supply to building, circuit breakers, starters, and a start-stop control
system for the pumps. The pump house and servicing areas should have electric lights.
The start-stop pump control system is an important part of the fueling system and
should be made as automatic and fool-proof as possible. Recommended types of control
are discussed under Sec. E. Unloading Facilities, and Sec. F. Delivery to Locomotives.
4. Pre-assembled Diesel Fueling Units
Recommended for fueling small diesel switchers at isolated locations are the pre-
assembled fueling units that can be purchased in the open market. The assembly consists
of a SO to 100-gpm fuel oil pump connected to SO ft or so of 1^-in or larger hose with
fueling nozzle valve at the end on a hand or motor-operated reel, a fuel oil meter, and
in some cases a filter — all enclosed in a metal cabinet. The strainer and filter, if not
already incorporated, can be installed on a common foundation outside the cabinet. This
equipment can be used for unloading to storage as well as for fueling diesels.
D. FUEL OIL DISTRIBUTION LINES
1. General
Freezing is not a problem except for northern railroads, and for the others the fuel
oil pipe lines can be installed either above or below ground. Pipes above ground must
be supported at intervals and provision made for expansion. Underground piping must
be protected against corrosion. In most cases, and under normal conditions, underground
installation is preferred.
2. Pipe, Size, Kind; Type Joints
Pipe may be either steel or wrought iron. It should be sized to hold friction losses as
low as practicable. Normally, this can be accomplished by using 3, 4 and 6-in pipe for
100, 200 and 300-gpm pumping rates, respectively. Flanged joints are preferred for valves
and equipment located in pump houses or above ground. Line joints may be welded,
flanged, screwed, or mechanical-joint type with bolts.
3. Depth of Bury for Underground Pipe and Use of Casing
There has been no general agreement on depth of bury, and the practice of individual
railroads varies from 1 ft to 4 ft in the open, and 2 ft to 5 ft 6 in under tracks. The
National Board of Fire Underwriters recommends 3-ft bury for open ground areas, and
4 ft 6 in under tracks (4 ft 6 in from bottom of ties to top of pipe). Piping under tracks
should be installed in CI or steel pipe casing, the inside diameter of which is at least 2 in
greater than the maximum outside diameter of the joints of the fuel oil pipe.
4. Protection Against Corrosion and Leakage
Leaks in underground fuel oil lines are hard to detect and can result in considerable
loss. Recommended practice for underground work is to coat the pipe with an anti-
corrosive preservative and to wrap it with tarred or plastic wrapping either before or
during construction. Additional precautions are to back-fill around the pipe with sand
or clay. Several railroads also advocate cathodic protection, using magnesium anodes.
5. Installation of Lines — Above Ground
Supports for above ground piping should be spaced IS to 20 ft apart and may be
constructed of rail or reinforced concrete. The total expansion-contraction due to changes
in temperature is not too great and may be provided for by the conventional methods,
such as loops, swing joints, and expansion joints.
362 Water, Oil and Sanitation Services
E. UNLOADNG FACILITIES
1. General
Diesel fuel oil deliveries are usually made by tank cars.
Tank cars may be unloaded through the valve at the bottom of car or through the
dome opening at the top. The chief advantage of the former method is that it affords
a flooded suction for pump operation; its disadvantages are that it is practically impossible
to connect a hose to the bottom valve mechanism without spilling oil. The overhead or
dome unloading method is preferred by most railroads and is recommended for use where
track centers permit.
2. Facilities for Bottom Unloading
Suction Connections. Recommend installation of one to seven suction line connec-
tions, depending on the number of cars to be handled, located alongside the unloading
track at 40 to SO-ft intervals and at standard clearance. These connections should be
size 3 or 4 in, depending on capacity of pump. When more than one connection is pro-
vided, each should terminate in a valve and hose connection nipple.
Hose. Provide 10 to 15 ft of wire-reinforced suction hose of oil-resistant material,
such as neoprene, size 3 or 4 in, fitted at one end for attachment to suction inlet and
at the other with a tank car coupling — at each suction inlet.
Hose Storage. An open metal trough for the hose to lay in, with a cover for the
detached end of the hose, is recommended for this purpose.
3. Facilities for Dome Unloading
Dome unloading should be handled by means of overhead fixtures that take the place
of the bottom unloading connection described above, and should consist essentially of a
riser pipe from suction line with a counter-weighted double-swing joint at top, an exten-
sion arm that normally stands upright but which can be pulled down and across to dome
of the car, and a lightweight non-ferrous metal drop pipe, minimum length 11 ft, swing-
ing from end of the extension that can be lowered into the tank car. The riser pipe, size 3
or 4 in, should be the same height as tank cars (the average is IS ft), and should be
clamped to an I beam or equal, imbedded at the bottom in a concrete pedestal. There
should be a gate valve in the riser and a bell strainer at the end of the drop pipe. The
swing joints shall be ball bearing, with sealed-in lubricant and non-leaking ring seals.
4. Start-Stop Pump Control
Recommended practice is to provide a push-button start-stop switch at a central or
convenient point to the loading area, with a green-red electric light indicator to furnish
additional visual evidence of its position.
F. DELIVERY TO LOCOMOTIVES
1. General
Diesel locomotives are fueled as they enter or leave the diesel shops and at certain
main-line stops. The fueling point outlets are installed in conjunction with other servicing
facilities, such as for water and sand. Their location with respect to the other facihties
depends on the type and number of diesel units regularly serviced.
It may also be necessary to provide special fueling facilities for diesel switchers in
remote yards.
Water, Oil and Sanitation Services 363
2. Fueling Masts
General. Final delivcrx of fuel oil to freight and passenger diesels is made via hose
through a 2 or ly^-in opening in the side of each diesel unit. The overhead fueling mast
with hose permanently attached is recommended for this service. The two recommended
types are described below:
Crane Masts. These are made up of a riser pipe, size 3 in, reduced to 2 or 2J/2 in,
10 to 12 ft high, with a short horizontal extension at the top and a drop hose to make
final connection. Swivel joints provide operating flexibility, and the working range is
adjusted by the amount of hose used.
Vertical Swing Masts. Another design has the double-swing joint and vertical (pull-
down) extension pipe at top of riser, similar to the overhead (dome) unloading con-
nection previously described, except that the hose takes the place of the suction drop
pipe. Although more expensive, this type mast provides greater working range with less
hose, occupies less space, and has other operating advantages over the crane-type mast.
Appurtenances. General practice has been to install a shut-off valve in the riser pipe
and a trigger-operated fueling nozzle at the end of the hose. The disadvantages of this
arrangement are that the hose, when full of oil, is hard to handle, and that the oil con-
fined between the two valves will expand with heat and rupture the hose or leak through
the nozzle valve. The recommended alternate is to remove the nozzle valve from end,
which leaves the hose drained and dry, except when in actual use. In this case the fuel
oil delivery rate is controlled by the gate valve, and final quick shut off is made by an
anti-surge type loading valve, both located in the riser.
Hose. The fueling hose should be 2 or 2^ -in, depending on fueling rate, constructed
of oil-resistant material and with fittings and special swivel coupling on the outlet end
to match the inlet connection of the locomotive. Short hose, 10 to 12 ft in length, is
preferred, but is not always compatible with the working range needed. If short enough,
the hose can hang entirely suspended from overhead with bottom end secured to the
mast. In case of longer hose, the part that would otherwise drag on the ground should
have a metal trough to lay in, with protection against dust and provision for oil drippage
at the end.
3. Pump Control
Recommended practice is to provide a push-button start-stop switch on each fueling
mast, with a red light indicator to furnish additional visual evidence of its position. An
alternate to the start-stop switch is a mercury-tube switch installed on the lever arm
of the loading valve, which will automatically stop pump operation when the valve is
closed.
G. FIRE PROTECTION
1. General
The inherent danger of fire around a diesel fueling station is due to the formation
of flammable vapors resulting from the leakage or spillage of oil. Fire prevention measures
must first of all curtail the leakage and wastage and avoid practices which allow vapors
to collect or exist; secondly, minimize the possibilities of ignition by faulty equipment
or from careless operation; and thirdly, provide adequate fire-fighting facilities. It is
then up to management to inaugurate proper operating and maintenance practices to
minimize the danger of fire, and at the same time to train the local firemen in the use
of the fire-fighting facilities that have been provided.
364 Water, Oil and Sanitation Services
2. Compliance with Governing Fire Laws
In the absence of local or state fire regulations, design and construction of fire-fighting
facilities should be in general accord with the National Fire Protection Association Code.
3. Construction Measures to Prevent Oil Leakage and Spillage
Piping. Welded pipe joints are preferable for line pipe.
Valves. Lubricated plug valves are the least apt to leak and are recommended over
gate valves.
Venting. The air ehminator in the pump house should be vented to the outside
atmosphere.
Pressure Relief. Pressure relief valves should be piped back into the storage system
and not discharged to atmosphere.
Pump Packing. Rotating pump shafts should be equipped with mechanical seals.
Lighting. Spillage can be curtailed by having adequate lighting for night fueling or
unloading work, by having the attendant fuel only one unit at a time, and by not trying
to fill the diesel engine tanks too full.
Paving of Fueling Areas. It is almost impossible to avoid some spillage at the fueling
points and the oil-saturated premises will soon present a serious fire hazard unless ade-
quate counter measures are taken. The recommended practice for important stations is
to provide a concrete platform under the entire fueling area, with tracks supported on
stub ties. The paving must be sloped to provide quick drainage into sumps or drains,
which, in turn, should discharge through an oil separator. Another less expensive plan is to
provide a concrete working platform with a gutter at the side of the track and install
a sheet metal apron over the ends of the ties to direct spillage into the gutter.
The paving described above is not suited to Northern railroads because of the high
maintenance expenditures required to keep the paved area free from ice and snow; nor
is use of concrete paving economically justifiable at seldom-used fueling stations. Here,
a working platform should be provided of sand or stone grits, which can be dug out and
replaced as it becomes saturated with oil.
4. Construction Measures to Minimize Accidental Ignition
Electrical Work. All electrical work should be made vapor-proof and motors should
be totally enclosed with a sealed terminal box. The wiring in the pump house should be
in conduit. Circuit breakers and starters should be in dust-tight, explosion-proof cases.
In this connection, many railroads install switches and starters in a panel box outside
the pump house.
Welding. The welding procedures, especially for pipe repair work, should be in con-
formity with American Welding Society Standards.
Grounding. All fuel oil storage tanks should be grounded to permanent moisture as
protection against lightning.
5. Fire Protection Facilities — Portable
Most fires have small beginnings that could easily be brought under control by the
quick use of hand fire extinguishers.
Portable Equipment. Hand fire extinguishers should be located convenient to pump
houses, unloading points and fueling areas. Dry power extinguishers are recommended for
this purpose ; they should be housed in cabinets painted red and otherwise identified as to
their service.
Water, Oil and Sanitation Services 365
6. Fire Protection Facilities — Permanent
Fuel oil fires can be extinguished by blanketing with loam, by rapid cooling with
water fog, and, for a tank of fuel oil on fire, by agitation.
Fire Hydrants. A water supply system being available, fire hydrants, complete with
accessories, should be installed convenient to all major fueling station operations, namely,
unloading, storage, pumping and fueling. They should be carefully located so that in case
of a major fire they will not be in an untenable locality. A single fire hydrant with two
outlets and sufficient hose is minimum under ideal conditions. In many cases storage tanks
will be located some distance from the other facilities and more than one hydrant will
be required. Their outlets should be adaptable for use by the municipal fire department,
if any.
Fire Hose Houses. It is customary to provide weather protection for fire hose and
other fire-fighting equipment by installing small frame buildings over the hydrant which
allow hose and nozzle to remain connected and racked, ready for instant use. These
buildings should be painted red and otherwise identified as to service.
Fog and Foam Nozzles. Deluge nozzles are not recommended for oil fires because the
large water volume tends to spread the burning oil and the concentrated stream does not
have the cooling effect needed for reducing vaporization. Fog nozzles should be used in
their stead. Foam nozzles with pick up piping and portable foam generators should also
be placed in each hose house so they can be substituted quickly for the fog nozzles in
case it becomes necessary to lay a foam blanket on a stubborn ground fire.
Stationary Foam Generators. Where fuel tanks are large or otherwise located where
a fire would be extremely disastrous, the use of a stationary foam generator must be
considered. This should be housed in a heated building located at a distance from the
danger area, and be of adequate size to contain all equipment and the liquid or powdered
foam stabilizer supplies. The foam chemicals are injected into the water supply in this
building, and the branches from the manifold which receives the foam-treated water are
piped to the various hydrants. The tops of the oil storage tanks also can be equipped
with a fLxed sprinkler system supplied from the manifold. The nozzles used for this type
of construction should be for a combination foam and water fog, so that the latter can
be used in case of failure of the foam generator or should the foam stabilizer supply
become exhausted.
Control of Fire in Fuel Oil Tanks by Agitation. Actual field tests indicate that a tank
of diesel fuel oil on fire can be extinguished within minutes by injecting air into the
bottom of the tank. The agitation or heaving effect as the air rises carries comparatively
cool oil from the bottom area to the top and upsets the combination of vapors feeding
the flames.
Results of tests made so far are described in National Fire Protection Association
publications, including more specific data as to how much air should be injected and
where best to apply it.
7. Fire Protection at Locations Removed From a Regular Water Supply
At such locations and, depending on the value of facilities to be protected, consid-
eration should be given to a fire tank car of at least 10,000-gal capacity, equipped with
gasoHne engine-driven fire pump, a generator for flood lighting night fires, and other fire-
fighting equipment. The discharge head of the fire pump should be sufficient to overcome
friction in 300 to 500 ft of 2^-in fire hose, and with 50 psi excess head to furnish
minimum pressure for the operation of fog nozzles. The use of foam and fog will increase
the effectiveness of a fire car with its limited supply of water, and this type equipment
366 Water, Oil and Sanitation Services
should be incorporated. The foam generator can be a permanent part of the car, installed
next to the pump. Adequate supplies of foam liquid or powder should be stored on
the car.
Cabinets of ample size should also be provided for the storage of hose and other
equipment, i.e., nozzles, wrenches, raincoats, boots, helmets, axes, etc. These should be
inspected and checked at regular intervals for presence and condition of the equipment.
H. USE OF LOW-GRADE FUEL OILS
1. General
Several railroads have already adopted, and others are considering the use of, less
expensive, lower grade fuel oils in diesels, made possible by first treating it with one or
more so called "additives". These are formulated to the special characteristics of the oil
purchased and are designed to improve its performance by increasing the cetane number,
stabilize against the formation of sludge or wax in storage, and disperse any insoluble
residue that may have formed prior to treatment into such small particle size that they
will not clog filters or other restricted areas. At the same time these additives must pro-
vide protection against the extra corrosive and contaminating influences common to
inferior quality fuel oils. Treatment with a pour point depressant may also allow the use
of certain oils that otherwise could not be used.
Dosages for fuel oil additives range from 1 pt to 2 qt, and the cost of treatment
from $3 to $9 per 1000 gal of fuel.
2. Special Facilities for Treatment and Storage
Practices regarding the treatment, handling and storage of the low-grade fuel oils
are not yet fully developed. The original treatment method of dumping the proper amount
of additive in each tank car as it is filled at the refinery has the advantage of allowing
ample time for mixing and chemical reactions. An alternate and preferred method is to
inject the additive into the suction side of the unloading system by means of a propor-
tioning pump, which arrangement gives the railway better control of the treating process.
The handling and storage of low-grade diesel fuel oils may require special facilities
to avoid winter operational difficulties, especially in the northern states, where even the
regular railway diesel fuels require heating. A recent Committee 13 report on this subject
may be found in the Proceedings, Vol. 54, 1953, page 443.
DIESEL WATERING FACILITIES
A. INTRODUCTION
1. General
The operation of diesel power requires the use of water in cooling systems and steam
generators. Water for the cooling systems must be scale free and non-corrosive to cylinder
liners and other internal surfaces. Likewise, failure to remove or sequester dissolved
minerals in the steam generator feed water will lead to scale and sludge deposits in the
steam tubes which may result in clogged or over-heated tubes. While it is true that
the total amount of water used by diesels is comparatively small, proper conditioning
of this water is fully as important as for steam locomotives.
2. Water Treatment
In some cases reasonably soft, clear (boiler feed) water is already available at the
servicing points, which can be made suitable for diesels by giving it a finishing treatment
Water, Oil and Sanitation Services 367
with one type of compound for cooling water and another for steam generator feed
water. At other locations the available supply may have appreciable hardness and/or
other objectionable characteristics that must first be corrected, in which case, the use of
demineralizing or zeolite softening equipment is recommended.
Considerable research is being done on water treatment for diesels and practices are
not yet ready for standardization. Recent Committee 13 reports on this subject may be
found in the Proceedings, Vol. 53, 1952, pages 253 and 272, Vol. 54, 1953, page 439, and
Vol. 55, 1954, page 359.
B. DIESEL COOLING WATER
1. General
Diesel cooling systems are flushed and refilled at terminals when the water becomes
dirty or oily, or when the system has to be drained for repairs. Make-up water is added
between refillings as required by leakage or evaporation.
The amount of water required to fill a diesel locomotive cooling system varies from
40 to 300 gal for switcher units, and from 215 to 650 gal for road units.
2. Servicing Facilities
At Terminals. In addition to the treated water supply, the diesel shop facilities should
have a water heater, one or more water outlets, and enough rubber hose to reach diesel
cooling water inlets. The heater is needed to furnish 110 to 150 deg F water for flushing
and refilling warm locomotives.
Terminal facilities should be designed to deliver cooling water to diesels at a 50-gpm
rate, which can usually be achieved with 2 -in piping and 1%-in hose.
For Wayside and Switcher Servicing Points. These locations need only a water con-
nection and sufficient rubber hose to reach the cooling water inlets on the diesels. Post
hydrants are preferred. The system should provide a delivery rate of 20 to 25 gpm to
diesels, which can usually be achieved with ly^-in piping and 1-in hydrants.
C. STEAM GENERATOR WATER
1. General
The capacities of steam generator water tanks on passenger diesel units range from
800 to 2400 gal. About 35 gal of water per hour is required to heat one passenger car
with outside temperature at 0 deg F. When steam is used to operate air conditioning and
other cooling equipment, the demand in sunmier may be almost as great as in the winter.
A passenger train of 15 cars may thus require 1500 to 1800 gal of steam generator water
during a 3-hr run, and watering points must be located accordingly.
2. Delivery to Locomotives
Number and Location of Water Outlets. The final delivery of steam generator water
to passenger diesels is made at the servicing points — via hose and through a 2^ -in
opening in the side of each diesel unit. The ideal arrangement would be to have a water
outlet located opposite the water inlet of each diesel unit when the locomotive is spotted
at the servicing area. This is not always possible as the spacing of the inlets of multi-
unit locomotives ranges from 45 to 78 ft, and a compromise has to be worked out by
using longer hose or installing additional outlets. The fixed outlets should be located 10
to 12 ft from the center of track in order to provide working space.
Delivery Rates and Size of Water Lines. In view of the short time allotted for water-
ing through trains and for terminal servicing work, it is recommended that these watering
368 Water, Oil and Sanitation Services
facilities be capable of delivering water to diesels at a rate of 250 gpm or more. With
normal water pressures and friction losses, a 4-in supply pipe will usually furnish the
desired flow rate.
Types of Outlets. There are three kinds in general use, namely, water boxes, post
hydrants, and crane-type water columns. Although local conditions sometimes require
the use of the first two, the crane type has many operating advantages and its use is
recommended whenever possible.
Water Boxes. Three-inch diesel water boxes are available that can be installed flush
with a station platform. The hose is detached when not in actual use and is stored
separate.
Post Hydrants. Post hydrants, if used, should be of adequate size.
Diesel Water Columns. This equipment is made by several manufacturers and con-
sists essentially of a 2^ or 3-in riser pipe, 10 to 12 ft high, with self -draining valve in
an underground pit, a swivel arrangement at the top of the riser, and a drop hose to
make final connection to the diesels. The working range is adjusted by the amount of
hose used.
Another design has a counterbalanced double-swing joint and vertical (pull down)
extension pipe at the top of the riser which provides greater working range with less
hose, occupies less space, and has other operating advantages over the regular crane
column.
Hose. Recommended for this service is 2J/2-in oil-resistant rubber hose with suitable
couplings, and a special fitting on the outlet end with which to make connection to the
inlet on the diesel. This hose can hang suspended from overhead, with the bottom end
secured to the riser pipe. In case longer hose is needed, extension pieces can be attached
to the end of the hanging hose.
3. Paving of Servicing Area
Most diesel steam generator water tanks are filled by attaching hose to the inlet on
the locomotive and letting the water run until it overflows. With one man servicing two
or more units it is almost impossible to avoid spillage, amounting sometimes to hundreds
of gallons. The dumping of this water will wash away the ballast unless protective
measures are applied.
At locations where 10 or more locomotives are watered per day, recommended prac-
tice is to provide a concrete platform over the entire servicing area, with the tracks
supported on stub ties. The paving must be sloped to provide quick drainage into sumps
or drains. Also, as spilled fuel oil will be collected along with the water, the drainage
system should discharge through an oil separator.
A less expensive plan is to provide a concrete working platform with a gutter at the
side of the track and sheet metal apron over the ends of the ties to direct spillage into
, the gutter.
Report of Committee 9 — Highways
W. C. PiNSCHMIDT,
Chairman,
H. D. Blake
Bernard Blum
C. O. Bryant
C. M. Carnahan
R. B. Carrington, Jr.
m. h. corbyn
Raymond Dejaiffe
a. d. duffie
W. R. Dunn, Jr.
P. W. Elmore
E. R. Englert
J. S. Felton
Marvin Gates
(E) Member Emeritus.
R. W. Mauer, Secretary,
S. B. Gill
L. W. Green
R. W. Harrison
Wm. J. Hedley
J. T. Hoelzer
W. H. Huffman
D. W. Hughes
Maro Johnson (E)
j. a. jorlett
p. l. koehler
J. E. K. Krylow
R. W. MiDDLETON
F. T. Miller
H. G. Morgan
C. I. Hartsell,
Vice Chairman,
T. C. NORDQUIST
R. E. Nottingham
G. P. Palmer (E)
R. J. Pierce
N. E. Smith
H. E. Snyder
D. A. Steel
B. M. Stephens
T. B. Thompson
R. R. Thurston
J. M. Trissal
T. M. Vanderstempel
V. R. Walling
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including recommended revisions .
page 370
2. Design and specifications of open-grating type crossings.
Brief progress statement, presented as information page 376
3. Merits of various types of highway-railway grade crossing protection, col-
laborating with Signal Section, AAR, and Highway Research Board.
Progress in study, but no report.
4. Outline to guide highway departments and others in making applications for
easements, etc.
Progress report, presented as information page 37S
5. Standard stop sign for use by crossing watchmen, collaborating with the
AAR Committee on Grade Crossing Protection.
Progress in study, but no report.
7. Sight distance at highway-railway grade crossings.
Progress report, offered as information page 380
10. The effect of highway improvement projects on railway properties, col-
laborating with the AAR Committee on Grade Crossing Elimination.
Progress in study, but no report. '
The Committee on Highways,
W. C. Pinschmidt, Chairman,
AREA Bulletin 518, November 1954.
369
370 Highways
Report on Assignment 1
Revision of Manual
C. I. Hartsell (chairman, subcommittee), Bernard Blum, Wm. J. Hedley, J. A. Jorlett
J. E. K. Krylow, H. G. Morgan, R. E. Nottingham, W. C. Pinschmidt, B. M.
Stephens, T. B. Thompson.
Your committee recommends the following revisions to the Manual;
Page 9-2-2
Fig. 1— Painted Highway Crossing Sign, 6 Ft 50° Type.
Delete and substitute new Fig. 1 — Highway Crossing Sign, Painted — 6-Ft, SO-Deg
Type, presented herewith. The new drawing provides additional information not presently
contained in Fig. 1, Page 9-2-2, and the notes conform to succeeding drawings.
Page 9-2-3
Fig. 2 — Highway Crossing Sign, 50° Reflector Type.
Delete and substitute new Fig. 2 — Highway Crossing Sign, Reflector — 6-Ft, 50-Deg
Type, presented herewith. The new drawing provides additional information not contained
in Fig. 2, Page 9-2-3, and eliminates the costly pinnacle, base and foundation. The text
of the notes has been revised to conform with new Fig. 1.
Page 9-2-4
Fig. 3 — Painted Highway Crossing Sign, 4 Ft, 90° Type.
Delete and substitute new Fig. 3 — Highway Crossing Sign, Painted — 4-Ft, 90-Deg
Type, presented herewith. Additional information is provided both in the notes and on
the drawing. The notes have been edited to conform to the notes on new Figs. 1 and 2.
Page 9-2-5
Fig. 4 — Highway Crossing Sign, 90° Reflector Type for 4 to 8-in Pipe.
Delete and substitute new Fig. 4 — Highway Crossing Sign, Reflector — 4-Ft, 90-Deg
Type, presented herewith. New Fig. 4 presents the sign and notes (as revised) in the
same form, and with same additional information, as indicated on new Figs. 1, 2 and 3.
(Text continued on page 375)
Highways
371
NOTES
Paint signs white with black
letters.
Paint post white or alumi-
num.
Locate signs at such points
as will admit of the best view
by persons approaching the
crossing.
Height may be varied as re-
quired by local conditions.
Sign indicating number of
tracks to be used where there
are two or more tracks, The
number displayed on the sign
shall be total number of tracks
crossed, including sidings.
The distance that shall be
assumed to separate tracks be-
fore an additional crossing sign
is considered is 100 ft, unless
local conditions require other-
wise.
The plan shows the crossing
sign mounted on a wood post.
When a post of steel or con-
crete is used the dimensions
of the post shall be suitable
to the material emp'oyed.
.GROUND LE«L
HIGHWAY CROSSING SIGN
PAINTED -6- FT, 50-DEG TYPE
Fig. 1.
372
Highways
10 FT 6
GROUND LEl/EL
NOTES
Crossing signs to have black letters
with white background.
Tracks sign to have white letters
with black background.
Paint post white or aluminum.
Locate signs at such points as will
admit of the best view by persons
approaching the crossing.
Height may be varied as required by
local conditions.
Sign indicating number of tracks to
be used where there are two or more
tracks. The number displayed on the
sign shall be total number of tracks
crossed, including sidings.
Specify signs required.
The distance that shall be assumed
to separate tracks before an additional
crossing sign is considered is 100 ft.
unless local conditions require otherwise.
The plan shows the crossing sign
mounted on a pipe. It is permissible to
place reflector signs on existing posts.
Details shown on Signal Section
Drawing 1691.
HIGHWAY CROSSING SIGN
REFLECTOR- 6-FT, 50-DE6 TYPE
Fig. 2.
Highways
373
NOTES
Paint signs white with black
letters.
Paint post white or aluminum.
Locate signs at such points
as will admit of the best view
by persons approaching the
crossing.
Height may be varied as re-
quired by local conditions.
Sign indicating number of
tracks to be used where there
are two or more tracks. The
number displayed on the sign
shall be total number of tracks
crossed, including sidings.
The distance that shall be
assumed to separate tracks be-
fore an additional crossing sign
is considered is 100 ft, unless
local conditions require other-
wise.
The plan shows the crossing
sign mounted on a wood post.
Where a post of steel or con-
crete is used the dimensions of
the post shall be suitable to
the material employed.
I I GROUND LEVEL
HIGHWAY CROSSING SIGN
PAINTED -4-FT, 90-DEG TVPE
Fig. 3.
374
Highways
10 FT 6
■ m=
ife
Md
NOTES
Crossing signs to have black letters
with white background.
Tracks sign to have white letters
with black background.
Paint post white or aluminum.
Locate signs at such points as will
admit of the best view by persons
approaching the crossing.
Height may be varied as required by
local conditions.
Sign indicating number of tracks to
be used where there are two or more
tracks. The number displayed on the
sign shall be total number of tracks
crossed, including sidings.
Specify signs required.
The distance that shall be assumed
to separate tracks before an additional
crossing sign is considered is 100 ft,
unless local conditions require other-
wise.
The plan shows the crossing sign
mounted on a pipe. It is permissible
to place reflector signs on existing
posts.
Details shown on Signal Section
Drawing 1722.
HIGHWAY CROSSING SIGN
RCTLECTOR - 4 FT, 90-DEG TYPE
Fig. 4.
Highways
375
Page 9-3-1
RECOMMENDED USE OF HIGHWAY-RAILWAY GRADE
CROSSING SIGNALS
Delete the chart and substitute revised chart, same title, presented herewith. The
revised chart recommends the usage of additional signals under various crossing situations
and has been expanded to include a recommendation as to where the "No Right Turn"
and "No Left Turn" signals are to be used. It also shows the new Manual page numbers
recommended for the drawing and requisites for "No Right Turn" and "No Left Turn"
signals.
RECOMMENDED USE OF HIGHWAY-RAILWAY GRADE
CROSSING SIGNALS
Crossing Situation
Signal Recommended
AREA Manual
Reference Pages
At crossings where an indication of
the approach of a train or the
presence of a train or cars on the
crossing is desired.
At single-track crossings.
Flashing-light signal, as shown on
pages 9-3-8 or 9-3-9, located as
shown on pages 9-3-4 to 9-3-7,
incl., or
9-3-2 to 9-3-9, incl.
Wig-wag signal, as shown on pages
9-3-10 or 9-3-11, located as shown
on pages 9-3-4 to 9-3-6, incl.
9-3-2 to 9-3-6, incl.
9-3-10 and 9-3-11, incl.
At multiple-track crossings.
Same as for single-track crossings, or
9-3-2 to 9-3-11, incl.
Automatic crossing gate and signal, as
shown on pages 9-4-4 or 9-4-5,
located as shown on pages 9-3-4 to
9-3-7, incl.
9-4-1 to 9-4-5, incl.
9-3-4 to 9-3-7. incl.
Where street or roadway is
very wide or where side of
the road installations are
likely to be obscured.
Cantilever flashing-light signal, as
shown on pages 9-3-12 or 9-3-13.
9-3-12 and 9-3-13.
Where a street or roadway
adjacent to and approximately
paralleling a railroad inter-
sects another street or road-
way that crosses the railroad
and the crossing is protected
with highway grade crossing
signals or gates.
"NO RIGHT TURN" or "NO LEFT
TURN" Signal, aa shown on page
9-3-15.
9-3-14 and 9-3-15.
376 Highways
Page 9-M-13
REQUISITES FOR "NO RIGHT TURN" OR "NO LEFT
TURN" SIGNALS
Reapprove these requisites and insert as page 9-3-14 in order to keep all signal plans
and requisites together for ready reference.
Page 9-M-14
Fig. 1— "No Right Turn" Or "No Left Turn" Signal-Assembly.
Insert as new Fig. 11, as revised, on page 9-3-15, in order to keep all signal
plans togetlier. The notes on the new drawing have been changed to conform to new
Figs. 1, 2, 3 and 4 on pages 9-2-2 to 9-2-5, incl. Additional information has been included
for clarification of the drawing. New Fig 11 is presented on page 377.
Report on Assignment 2
Design and Specifications for Open-Grating Type Crossings
R. E. Nottingham (chairman, subcommittee), H. D. Blake, Raymond Dejaiffe, L. W.
Green, R. W. Harrison, J. T. Hoelzer, W. H. Huffman, P. L. Koehler, T. C. Nord-
quist, R. J. Pierce, W. C. Pinschmidt, V. R. Walling.
Your committee has continued its study of open-grating type crossings in order to
determine the service life to be expected and to evaluate claims regarding performance.
Upon the recommendation of the committee, the Board Committee on Outline of
Work has changed the wording of the assignment to "Merits and economics of metal
grating-type crossings", and the committee will continue its study on this basis.
Highways
377
LETTERS SHALL BE
TRANSPARENT WITH
BLACK BACKGROUND
I
4 IN PIPE
10 FT 2 LONG MIN.
2-
2
f ' ' t
-TOP OF FOUMDAnOM
6 IN ABOVE awm OF HIGHWAY
"no right turn"or''no left turn" signal
Fig. 11.
378 Highways
Report on Assignment 4
Outline to Guide Highway Departments and Others in Making
Applications for Easements, etc.
E. R. Englert (chairman, subcommittee), H. D. Blake, C. O. Bryant, C. M. Carnahan,
R. B. Carrington, Jr., M. H. Corbyn, W. R. Dunn, Jr., P. W. Elmore, R. W.
Middleton, G. P. Palmer, W. C. Pinschmidt, D. A. Steel, V. R. Walling.
Railways are frequently requested to grant easements for highways, streets and other
roadways. To assist the applicant in submitting sufficient information to enable a railway
to review the request and to draw up an easement with minimum correspondence and
delay, your committee submits the following outline of procedure. The outline is submitted
as information ; however, the committee plans to present it for publication in the Manual
in 1956 and invites comments and criticism from the membership.
EASEMENT APPLICATIONS
(Highways-Streets-Roadways)
A. PURPOSE
This outline is for the guidance of highway personnel and others in making applica-
tion for highway, street or roadway easements on railway property. Before an easement
is granted, consideration must be given by several departments of the railway. By fol-
lowing this guid6, field and office work, by both the applicant and railway, can be held
to the minimum and the granting of the easement greatly expedited.
B. PROCEDURE
1. Plans
The applicant shall furnish the following drawings:
a. Plan view or situation map showing:
1. Railway property lines and improvements, such as tracks, buildings and
pole lines that are likely to be involved.
2. Boundaries of the desired easement, with both ends tied in with bearings
to the center-line of the nearest main track. The tie-in points are to be located
by chainage along the center-line of the main track to the nearest permanent rail-
way structure. The easement shall also be located in relation to local land survey
ties where practicable.
3. Distance along the center-line of main track to the nearest railway mile
post.
4. Proposed highway, street or roadway, together with secondary structures
to be installed on the easement, incidental to the highway, street or roadway.
5. Existing and proposed drainage structures.
6. Edge of slopes.
7. Location of any construction or temporary easements.
b. Profiles of center-line of proposed highway, street or roadway, showing original
ground line and proposed grade. Relative base-of-rail elevation of the main track at tie-in
points of the easement shall be shown.
Highways 379
c. Details of present and proposed drainage shall be furnished when the run-off
characteristics or storage are affected.
d. Cross sections of present ground line, showing proposed roadbed. The sections
shall be carried to the center-line of nearest main track when the proposed roadbed is
adjacent to the track roadbed. Where a crossing of railway tracks is involved, full details
as to grade of road, tracks, pavement section and crown, superelevation, construction
details, and procedures shall be furnished on a large-scale drawing.
e. A plat showing the easement shall be furnished on 8 by 10-in or syj by 14-in
vellum or other material suitable for making reproductions.
2. Submission
a. The plans shall be submitted to the chief engineer of the railway, together with a
formal letter signed by the applicant or a person duly authorized to negotiate such ease-
ment. The letter shall request the easement as 'well as explain the need for the easement.
b. The letter of submission shall include the name of the engineer, in charge of the
work, to be contacted for a review of the proposal on the ground.
c. A copy of the application (letter and plans) shall be sent to the railway superin-
tendent in charge of the territory where the easement is desired. If the railway superin-
tendent is not known, the application shall be sent in duplicate to the chief engineer.
C. GENERAL
The location of highways, streets or other roadways must be made in accordance
with Arts. 1, 2 and 3 of Location of Highways Parallel With Railways, Part M, Chapter
0, AREA Manual, where practicable. When the location cannot be made in accordance
with Arts. 1, 2 and 3, then Art. 4 of the same document shall govern.
380 Highways
Report on Assignment 7
Sight Distance at Highway-Railway Grade Crossings
J. M. Trissal (chairman, subcommittee), H. D. Blake, C. O. Bryant, C. M. Carnahan,
M. H. Corbyn, J. S. Felton, Marvin Gates, S. B. Gill, L. W. Green, J. T. Hoelzer,
D. W. Hughes, P. L. Koehler, W. C. Pinschmidt, N. E. Smith, H. E. Snyder.
Your committee in reporting progress offers the following as information.
At highway-railway grade crossings where manual or automatic protection is not
provided, sight distances may be provided which will allow the driver of an automobile
to view railway traffic and to bring his vehicle to a stop before reaching the crossing.
Assuming conditions in which an automobile is proceeding at authorized speed on
level, dry concrete pavement: In Fig. 1, "A" is the distance along the highway necessary
to stop an automobile approaching the crossing at speed "Vi". "B" is the distance along
the railway that a train traveling at speed "Va" will traverse during the time that it takes
an automobile traveling at authorized speed to stop clear of the track.
Stopping distance for alerted highway traffic traveling within the permissible speed
will be provided when a train within "B" is seen from an automobile entering "A". The
areas required for vision are indicated in Fig. 1 as "area of unobstructed vision".
Since "A" and "B" vary with speeds "Vi" and "V2", respectively. Tables 1 and 2
have been prepared to show these distances over a range of speeds.
An automobile at a point within "A", continuing at speed "Vi", can pass over the
crossing after observing a train, provided oncoming railway traffic had not entered *'B"
an instant before the automobile entered "A". However, an automobile attempting to
halt from speed "Vi" in a distance less than "A" after observing a train within "B"
traveling at speed "V2" will be unsuccessful in either stopping before reaching the crossing
or passing over the crossing in advance of oncoming railway traffic. This situation points
to the fact that "areas of unobstructed vision" can only be effective in accident prevention
where drivers are alert, cautious and respectful of crossing warning signs and posted speed
restrictions. Active cooperation on the part of highway authorities is essential in the
control of highway traffic and the establishment of areas of unobstructed vision at
highway-railway grade crossings.
The committee recommends that the subject be continued.
V//?\ AREA OF
UNOBSTRUCTED
VISION
FIGURE I
382
Highways
Table 1 — Sight Distance "A" Axong Highway (in feet)
■•S.e
10
20
30
[40
Sight Distance
"A" (Di + Dj)
Along Highway
in Feel
16
42
78
124
*Me.dian values of field test results conducted by five independent agencies.
**Driver reaction time assumed to be M sec. Distance computed as product of reaction time and
antuombile velocity.
Note: No factor of safety is provided in braking distance to compensate for variations in coefficient
of friction account unusual road surface conditions.
Table 2 — Sight Distance "B" Along Railway (in feet)
Velocity of Automobile "V \" in MPH
10
20
SO
40
10
30
40
50
60
g
20
50
70
90
110
^a;
30
70
100
130
160
1^
40
90
130
170
210
50
110
160
210
260
60
130
190
250
310
^•S
70
150
220
290
360
80
170
250
330
410
^u
90
190
280
370
460
"S"
100
210
320
420
520
^
Note: Values of "B" are computed as product of automobile stopping time and velocity of railway
traffic by following formula and rounded to next highest multiple of 10.
"B"=.
V2X-
5280 Auto Braking Distance D 1
3600
5280
3000
+ %, Sec. Reaction Time
Report of Committee 20 — Contract Forms
G. W. Patterson, Chairman
J. P. Aaron
G. H. Beasley
K. A. Begem ANN
H. F. Brockett
R. G. Brohaugh
R. F. Correll
A. B. Costic
G. K. Davis
G. K. French
C. L. Gatton
J. F. Halpin
J. R. Harris
E. M. Hastings, Jr.
(E) Member Emeritus.
* Died May 24, 1954.
C. B. Niehaus, Secretary
R. C. Heckel
W. E. Heimerdinger
C. J. Henry
H. W. Legro
J. S. LiLLIE (E)
L. W. LiNDBERG
D. F. Lyons
W. L. MOGLE
O. K. Morgan (E)
B. F. Nauert
F. L. Nicholson (E)*
W. G. Nusz (E)
W. D. Kirkpatrick,
Vice Chairman
R. 0. NUTT
J. L. Perrier
E. E. Phipps
W. R. Swatosh
J. W. Wallenitts
J. L. Way
W. E. Webb
D. J. White
I. V. Wiley
Clarence Young
H. L. ZoucK
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including recommended revisions page 384
2. Form of agreement covering .subsurface rights to mine under railway carrier
property.
Final report, submitted for adoption and printing in the Manual page .^86
,S. Form of agreement covering subsurface rights to mine under railway non-
carrier property.
Study in progress, but no report.
4. Form of lease for development of oil and gas on railway lands.
Final report, submitting material for adoption and printing in the Manual . page ,^80
^. Insurance provisions recommended for various forms of agreements.
No report.
6. Form of agreement for turnpike or toll road crossing railway tracks and
property.
Brief progress report page .^QO
The Committee on Contract Forms,
G. W. Patterson, Chairman.
AREA Bulletin 518, November 1954.
383
384 Contract Forms
Report on Assignment 1
Revision of Manual
W. R. Swatosh (chairman, subcommittee), A. B. Costic, C. L. Gatton, J. R. Harris,
E. M. Hastings, Jr., C. J. Henry, J. S. Lillie, B. F. Nauert, W. G. Nusz, G. W.
Patterson, J. L. Way.
Your committee offers the following recommendations with respect to the Manual:
Pages 20-1-1 to 20-1-11, incl.
FORM OF CONSTRUCTION CONTRACT
The committee, in conformance with its assignment, reviewed during 1954 the Form
of Construction Contract. Its review disclosed that some of the provisions of Sec. 11 —
Permits and Insurance, as now contained in the Manual form, should be revamped and
that other changes and additions should be made in the text of said form in order that
it be in harmony and on a current basis with other Manual agreements.
The committee recommends reapproval of the form with the following revisions
and additions:
Page 20-1-2: Eliminate heading of Sec. 1 — Terms of Employment, and insert "Inde-
pendent Contractor".
Page 20-1-4: Eliminate clauses (d) and (e) of Sec. 11 — Permits and Insurance,
and insert the following revised clauses (d) and (e) :
(d) Contractor's Pubhc Liability insurance to cover bodily injuries, including death
at any time resulting therefrom, with limits of $ one person and
$ each accident, and damage to or destruction of property with
limits of $ each accident and $ in the aggregate.
This policy shall be endorsed to cover contractual liability as contained in the indemnity
provisions of this agreement and the collapse and explosion hazards in addition to all
other hazards, unless such endorsements are waived by the Chief Engineer.
(e) Contractor's Protective Public Liability insurance, if there are one or more
subcontractors, in the same amounts for bodily injuries (including death resulting there-
from) and for property damage as required in (d) above.
Eliminate the last two paragraphs of above mentioned Sec. 11, and replace with
the following:
Employees of the Company loaned or assigned to the Contractor, under the terms
of this contract, for flagging and other protective service are to be considered employees
of the Contractor for liabihty purpose.
Note. — Railroad Protective Public Liability and Property Damage insurance may be
desirable for or in addition to above.
All policies must be written by reliable and well rated insurance companies acceptable
to the Chief Engineer. Certified copies of policies, specified in clauses (d) and (e) shall
be submitted to the Chief Engineer for approval before any work under this contract
is commenced. When approved, they shall be retained by the Company, and the Con-
tractor notified of their approval and authorized to enter on its property.
Said policies shall provide for notice to the Chief Engineer of the Company at least
days in advance of cancellation.
Page 20-1-10: Add the following new Section:
Contract Forms 385
39. Cancellation of Bond
If, months after such acceptance, it appears that said payrolls,
material bills and outstanding indebtedness have been paid, and that the work is com-
pleted in accordance with the terms of this contract, the Chief Engineer shall authorize
the cancellation of the bond given by the Contractor under this contract.
Pages 20-7-1 to 20-7-3, incl.
FORM OF AGREEMENT FOR THE USE OF RAILWAY PROPERTY
BY HIGH-PRESSURE PIPE LINES, WITH SPECIAL
REFERENCE TO PIPE LINES CARRYING
INFLAMMABLE OILS AND GAS
At the suggestion of Secretary Howard and in collaboration with L. B. Yarbrough,
chairman. Committee 4, Signal Section, your committee studied copy of said Signal Section
report respecting cathodic protection of pipe lines crossing under railway tracks, bearing
in mind as to the need for reviewing and revising Manual agreements in order that
provisions for said protection be included therein.
The committee's study disclosed that the only form of agreement in the Manual
needing revision was the Form of Agreement For Use of Railway Property by High
Pressure Pipe Lines, With Special Reference To Pipe Lines Carrying Inflammable Oils
and Gas.
Accordingly, your committee recommends reapproval of this form with the following
revisions :
Page 20-7-1: In title of form change word "Intlammable" to "Flammable."
Page 20-7-2: Sec. 3 — Construction and Maintenance, add the following three para-
graphs as the second, third and fourth paragraphs of this Section.
The Licensee, upon the approval of plans and specifications by the Chief Engineer
of the Company, may provide installation of cathodic protection at the time of initial
construction or at any time subsequent thereto. The Licensee shall give the Chief Engineer
days written notice before commencing any work in connection there-
with. Said notice shall specify the period during which the installation of cathodic pro-
tection is to be made. The Licensee shall cooperate with the Chief Engineer in making
any tests he requires of any installation or condition which, in his judgment, may have
adverse affect on any of the Company's signal or traffic control systems, circuits, cables,
wires, communication lines, or other facilities of the Company.
In the event the cathodic protection creates a hazard or in any way adversely affects
the facilities of the Company, the Licensee shall forthwith abate or eliminate the created
hazard to the entire satisfaction of the Chief Engineer.
All costs incurred by the installation, tests, or any necessary corrections thereafter,
shall be borne bv the Licensee.
,^86 Contract Forms
Report on Assignment 2
Form of Agreement Covering Subsurface Rights to Mine
Under Railway Carrier Property
I. V. Wilev (chairman, subcommittee), J. P. Aaron, G. K. French, R. C. Heckel, W. E.
Heimerdinger, L. W. Lindberg, R. O. Nutt, J. L. Perrier, E. E. Phipps, H. L. Zouck.
Last year your committee presented, as information, a tentative draft of Form of
Agreement Covering Subsurface Rights To Mine Under Railway Carrier Property (Pro-
ceedings, Vol. 55, 1954, pages 412 to 415, incl.), and requested comments and criticisms
thereon. This form, with a number of minor revisions, is presented herewith, with the
recommendation that it be adopted and published in the Manual.
FORM OF AGREEMENT COVERING SUBSURFACE RIGHTS
TO MINE UNDER RAILWAY CARRIER PROPERTY
THIS AGREEMENT, made this day of , 19 . . . . ,
by and between , corporation organized and existing
under the laws of the State of , hereinafter called the
Railway Company and , hereinafter called the Licensee.
WITNESSETH :
Whereas, in order to reach adjoining lands the Licensee desires to construct, use
and maintain tunnels or passageways under the tracks and right-of-way of the Railway
Company situated in as shown on the plan designated as ,
dated , attached hereto and made a part hereof, and
Whereas, the Railway Company is agreeable to such construction, use and main-
tenance subject to conditions herein set forth ;
Now, Therefore, in consideration of the payment of $ in cash, the
receipt of which is hereby acknowledged, and of the mutual covenants herein stipulated
to be kept by the parties hereto, it is agreed as follows:
1. Grant
The Railway Company does hereby give and grant to the Licensee, insofar as the
Railway Company has the power to do so, the right and privilege to enter within and
under the right-of-way of the Railway Company and to construct, use and maintain
tunnels or passageways in exact accordance with the plan, and no departure shall at any
time be made therefrom except upon permission in writing granted by the Railway
Company.
2. Cost
All materials and all work herein contemplated shall be furnished and performed
by and at the sole cost and expense of the Licensee, and, without in any way affecting
the obligations of the Licensee herein set forth, at such time and in such manner as shall
be approved by the Railway Company.
3. Construction, Operation and Maintenance
The Licensee shall construct, operate and maintain the tunnels or passageways within
and underlying the right-of-way of the Railway Company so as not to endanger, obstruct
or interfere with its use for railway purposes or with the construction, operation and
Contract Forms 387
maintenance of all railway facilities which may now or hereafter be located on said
right-of-way. (See Note 1).
The Licensee shall at all times maintain and repair the tunnels or passageways and
all facilities used in connection therewith and shall in any event upon notice in writing
from the Railway Company requiring it so to do, promptly maintain, repair or renew
the whole or any part thereof; or the Railway Company for the purpose of protecting
and safeguarding its property, traffic, employees or patrons, may at any time, with or
without prior notice to the Licensee, provide materials for and perform any maintenance,
repair or renewal which it may deem necessary, at the sole cost of the Licensee.
4. Right of Inspection
The duly authorized employees or agents of the Railway Company, shall have the
right at all times to enter the tunnels or passageways for the purpose of inspecting the
same, said right of entry to be afforded the Railway Company at any opening in the
mine. The Licensee shall cooperate in making such inspections and furnish all things and
do all acts necessary therefor.
5. No Openings
The Licensee shall not make any opening upon the surface of the right-of-way of the
Railway Company.
6. Alterations to Railway Company Facilities
In the event the Railway Company shall be required or may desire at any time to
change the grade or location of any of its tracks or facilities, or to remove, construct
or add to any of its tracks or facihties upon the right-of-way of the Railway Company,
the Licensee shall, without cost or expense to the Railway Company and within
days after service of notice in writing requiring it so to do, make such adjustments or
relocations in its facilities herein provided for as may in the opinion of the Railway
Company be necessary and adequate.
7. Work by Railway Company
The Licensee shall reimburse the Railway Company for work performed by the
Railway Company as described in Sees. ,? and 13 herein, promptly after bills have been
rendered by the Railway Company for such work. Bills rendered by the Railway Com-
pany shall include the cost of labor, together with vacation allowance, Public Liability
and Property Damage Insurance, Workmen's Compensation Insurance or Employers Lia-
bility Insurance and Federal Employers Liability Insurance, Unemployment Compensa-
ticin Tax, payments pursuant to Social Security and Retirement laws, or similar laws,
State and Federal, applicable to the work performed by the Railway Company, and
percent on labor costs for supervision and administration. Material shall be
biJled at cost plus transportation and percent for handling, supervision and
administration.
8. Taxes
The Licensee shall pay any and all taxes and assessments which may be levied against
the Licensee and the Railway Company, or either of them, attributable to and growing
out of the construction, operation and use of the tunnels, passageways and the facilities
of the Licensee used in connection therewith.
388 Contract Forms
9. Laws and Regulations
The Licensee shall at all times comply with, and conduct its operations under this
agreement in conformity with the requirements of any Federal, State, or other public
authority having jurisdiction in the premises.
10. Indemnification
The Licensee shall protect, indemnify and save harmless the Railway Company and
any other corporation or person lawfully on its property from and against any and all
loss or damage to property or injury to or death of persons, and all suits, claims, liabilities
or demands in connection therewith, howsoever caused, resulting directly or indirectly
from the construction, operation and maintenance of said tunnels or passageways.
11. Insurance
The Licensee shall at the Licensee's own expense carry insurance at all times in a
company or companies approved by the Railway Company, covering the liability assumed
under this agreement, with limits of not less than $ for one person and
$ for one accident for personal injuries or death, and $
for property damage for each accident with an aggregate limit of not less than
$ , and shall furnish the Railway Company true original counterparts
of such policy or policies and have the Railway Company's written approval of said
policies at least forty-eight hours before starting any work covered by this agreement
Said policies shall provide for notice to the Railway Company at least
days in advance of cancellation.
12. Extension of Operation
The privilege herein granted shall be fore the sole purpose of conducting mining
operations by the Licensee, and the Licensee shall not use said tunnels or passageways
for extension of operations beyond limits specified by this agreement, except by written
consent of the Railway Company.
13. Term
This agreement and the authority and permission hereby granted to the Licensee
shall continue for so long a time only as the Licensee shall continue to use the said tun-
nels or passageways for the purpose of conducting mining operations, and upon discon-
tinuance of operations the Licensee shall fill said tunnels and passageways with such
materials and in such manner as will be acceptable to the Railway Company. Upon
refusal or failure of the Licensee so to do, the Railway Company may wreck and scrap
or convert said tunnels or passageways and the facilities therein, fill in the said tunnels
or passageways and restore its property at the sole cost and expense of the Licensee in
accordance with Sec. 7.
In the event the Licensee shall refuse or fail to comply with the conditions and
obligations placed or imposed upon the Licensee by this agreement, the Railway Com-
pany shall have the right, upon days notice in writing served or given
to the Licensee, to cancel and terminate this agreement and to exclude said Licensee from
the use of said tunnels or passageways provided for herein.
14. Assignment
This agreement shall not be assigned or in any manner transferred without the
written consent of the Railway Company.
Contract Forms 389
15. Successors
This agreement shall inure to the benefit of and be binding upon the parties hereto,
their successors and assigns.
In Witness Whereof, the parties hereto have executed this agreement in
, as of the day and year first above written.
Attest : Company
Secretary By
.Attest : Licensee
Secretary By
Note 1. — Where material in seams, such as coal, talc, etc., is involved, it is suggested
the following paragraph be inserted as part of Sec. 3:
The Licensee hereby further agrees for protection of raihvay tracks and right-
of-way to leave at least percent of in place in uniform
sized pillars beyond the limits of said right-of-way, within the limits of the
Licensee's operations, for a minimum distance of ft measured at
right angles from the center line of the nearest track of the Railway Company.
It is expressly understood and agreed, however, that this requirement shall not
release the Licensee from its obligation to provide adequate support for the Rail-
way Company's tracks and right-of-way, nor from any liability in connection
therewith.
Note 2: — Bond may be provided if and as determined by the Railway Company.
Report on Assignment 4
Form of Lease for Development of Oil and Gas on Railway Lands
W. D. Kirkpatrick (chairman, subcommittee), G. H. Beasley, K. A. Begemann, H. W.
Legro, W. L. Mogle, R. 0. Nutt.
In 1952 and in 1954 your committee submitted as information, with requests for
comments and criticism, a tentative Form of Lease for Development of Oil and Gas
on Railway Lands (Proceedings, Vol. 53, 1952, pages 293 to 298, incl., and Vol. 55, 1954,
pages 415 to 421, incl.). The committee now recommends the adoption and publication
in the Manual of the form as it appeared in the Proceedings, Vol. 55, 1954, with the
following addition and minor revisions:
Under Sec. 5 — Operations, add the following paragraph:
(i) Upon termination of this lease or upon the abandonment of operations by the
Lessee, the Lessee shall remove all buildings, derricks, structures, pipe lines, tanks or
other facilities and fill all pits, sumps, etc., leaving the premises of the Railway Company
in as good condition as when originally entered by Lessee, failing in which the Railway
Company may perform such work as may be necessary and the Lessee hereby agrees to
pay the cost thereof upon presentation of bill by the Railway Company.
Under Sec. 10 — Indemnification, line 6, change "shall" to "will".
Eliminate word "Acknowledgments", which appears as last line of form.
,390 Contract Forms
Report on Assignment 6
Form of Agreement for Turnpike or Toll Road Crossing
Railway Tracks and Property
J. W. Wallenius (chairman, subcommittee), H. F. Brockett, R. F. Correll, A. B. Costic,
G. K. Davis, C. L. Gatton. J. F. Halpin, C. J. Henry, W. D. Kirkpatrick, H. W.
Legro, J. S. Lillie, D. F. Lyons, W. L. Mogle, J. L. Perrier, W. R. Swatosh, W. E.
Webb, Clarence Young.
Considerable work has been done in preparing a tentative form that has been pre-
sented to the committee for criticism and suggestions, but is not yet ready for forma]
report. The form will be revised and will be presented to the Association next year.
Report of Committee 25 — Waterways and Harbors
Arthur Anderson,
R. L. Groover
A. L. Sams, Vice Chairman
Chairman
C. J. Henry
R. C. POSTELS
G. H. Beasley
B. M. Howard
J. G. RONEY
G. W. Becker
H. F. Kimball
C. R. Shaw
CM. B0WM.\N
G. A. Knapp*
W. D. Simpson
H. G. Carter
Shu-t'ien Li
F. R. Spofford
A. F. Crowder
G. W. Mahn, Jr.
G. L. Staley
G. K. Davis
F. B. Manning
A. B. Stone
B. M. DORNBLATT
S. L. Mapes
J. G. Sutherland
W. H. ECKENBRINE
R. B. Midklff
P. V. Thelander
N. E. Ekrem
W. J. O'Connell
J. L. Vogel**
Benjamin Elkind (E)
H. R. Peterson
■ V. R. Walling
Oscar Fischer
C. W. Pitts
G. A. Wolf
Committee
(E) Member Emeritus.
* Died October 13, 1954.
** Died August 23, 1954.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Current policies and practices of the Corps of Engineers in deahng with
navigation projects, collaborating with .\AR Committee on Waterway
Projects.
Progress in study, but no report.
.<. Bibliography relating to benefits and costs of inland waterway projects
involving navigation.
Progress report, presented as information page .^92
The Committee on Waterways and Harbors.
Arthur .Anderson, Chairman.
ARE.A Bulletin 518. November 1954
391
392 Waterways and Harbors
Report on Assignment 3
Bibliography Relating to Benefits and Costs of Inland Waterway
Projects Involving Navigation
Shu-t'ien Li (chairman, subcommittee), C. M. Bowman, A. F. Crowder, G. K. Davis,
W. H. Eckenbrine, N. E. Ekrem, B. M. Howard, H. F. Kimball, G. W. Mahn, Jr..
R. B. Midkiff, W. J. O'Connell. J. G. Roney, J. G. Sutherland.
This is a report of progress, presented as information.
In its report last year your committee compiled a rather extensive bibliography of
published material on the subject in question, which was presented in the Proceedings,
Vol. 55, 1954, pages 459 and 460. Since that report the chairman of Subcommittee 3 has
made an extensive search for appropriate additions to the bibliography and has sub-
mitted a suggested list of additions which will be considered by the committee in the
year ahead. Meanwhile, the committee offers the following single addition to the previous
bibliography :
"Cost Allocation," dated March 12, 1954, setting forth the manner in which costs
of multiple-purpose projects shall be shared, as agreed upon and adopted by the Depart-
ments of the Interior and Armv, and the Federal Power Commission.
Report of Committee 14 — Yards and Terminals
J. N. Todd, Chairman H. L. Scribner, Secirtarv V. A. Hess, Vice Chairman
M. H. Aldrich W. H. Giles ' H. F. Moy
C. J. Astrue W. H. Goold A. G. Neighbour
F. E. Austerman H. J. Gordon B. G. Packard
R. F. Beck J. E. Griffith C. F. Parvin
A. E. BiERMANN G. F. Hand (E) R. H. Peak, Jr.
W. O. Boessneck L. C. Harman C. M. Ratliff
E. G. Brisbin L. M. Harsha C. L. Richard
W. S. Broome Wm. J. Hedley G. L. Roberts
N. C. L. Brown H. W. Hem L. W. Robinson
W. P. Buchanan J. E. Hoving R. E. Robinson
J. C. Bussey V. C. Kennedy H. T. Roebuck
J. G. Campbell A. S. Krefting M. S. Rose
G. H. Chabot B. Laubenfels H. H. Russell
H. P. Clapp E. K. Lawrence W. C. Sadler
K. L. Clark G. Lichtenwalner W. H. Shoemaker
J. F. Davison J. L. Loida S. Shumate
V. G. Dyer L. L. Lyford (E) R. A. Skooglun
0. Fischer H. J. McNalley J. C. Warren
H. C. Forman C. E. Merrlman G. R. Wurtele
B. F. Gilbert C. H. Mottier
Committee
(E) Member Emeritus.
To the American Raikoay Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Classification yards, collaborating with Committee 16.
No report.
•v Scales used in railway service.
Specifications for four-section motor truck scales, submitted as information . page .^04
4. Waterfront terminals.
Report on ore piers, presented as information page 410
5. Study of the handling of LCL freight by conveyors.
Final report, as information page 4 1 2
0. Facilities for loading and unloading highway semi-trailers on railroad cars,
Progress report, as information page 41t)
7. Electronic devices used in yards and terminals, collaborating with Com-
munications Section and Electrical Section, .^.AR.
Final report, as information page 41<J
393
394 Yards and Terminals
8. (a) Location and design of car repair tracks and facilities in relation to
classification yards.
(b) Location and design of engine servicing tracks and facilities in relation
to classification yards.
No report.
The Committee on Yards and Terminals,
J. N. Todd, Chairman.
AREA Bulletin 518, November 1954.
Report on Assignment 3
Scales Used in Railway Service
C. L. Richard (chairman, subcommittee) , E. G. Brisbin, N. C. L. Brown, W. P. Buchanan,
G. H. Chabot, H. P. Clapp, B. F. Gilbert, H. W. Hem, V. C. Kennedy, E. K. Law-
rence, C. F. Parvin, H. H. Russell, W. H. Shoemaker, J. N. Todd.
Your committee presents herewith, as information, specifications for the manufacture
and installation of four-section motor truck scales, and recommends that the material be
published in the Manual next year. Comments and criticisms are invited.
SPECIFICATIONS FOR THE MANUFACTURE AND INSTALLATION
OF FOUR-SECTION MOTOR TRUCK SCALES
.\. INTRODUCTION
These specifications define requirements for four-section motor truck scales of the
knife-edge type with nominal capacities of SO tons, or 100,000 lb, and with platform
widths of 10 ft and platform lengths of 45, SO or 60 ft. Basic application is to scales
with type-registering weighbeams. For scales of the automatic-indicating or recording
type, or with automatic-indicating or recording attachments, the specifications apply to
all parts except those essential to the automatic features.
A four-section motor truck scale is one designed for weighing power-driven highway
vehicles, including tractor-trailer combinations. It is constructed with one pair of main-
lever load pivots supporting the weighbridge at each of four sections which are approxi-
mately equidistant.
AA. INFORMATION TO BE SUPPLIED BY THE PURCHASER
To assure definite proposals and acceptances of material when manufacturers or con-
tractors are required to furnish scales, or are invited to offer bids to furnish scales con-
forming to the specifications herein, the information indicated in the schedule below must
be supplied by the purchaser.
1. The nominal capacity of the scale and the size of the platform.
2. Whether plain or type-registering weighbeam is required.
3. These specifications contemplate the use of a concrete platform 6 in thick. If other
material is to be used, state what it is. (See Sec. LL, Art. 8).
4. Whether the weighbridge is to be furnished completely fabricated.
Yards and Terminals 395
5. Any special requirements for clearance between platform and weighbeam.
6. What installation service, if any, is to be furnished by the iirm supplying the
scale.
B. CAPACITY AND SIZES
Scale Capacity: The capacity of a scale is the heaviest load that can be applied to
the platform without inducing stresses in any member in excess of those specified in
Sec. C, the conditions of concentration of loading being those specified in Sec. CC.
Nominal Capacity: The nominal capacity of a scale is the largest weight indication
obtainable by use of all the reading elements in combination, fractional elements totaling
2.5 percent or less of the remaining reading elements being neglected.
Size: The size of a scale is expressed by the dimensions of the platform surface. In
rectangular platforms, the first dimension given is that of the platform edge nearest the
weighbeam.
The nominal capacity of scales covered by these specifications shall be 50 tons, or
100,000 lb, and the size shall be (in feet) 45 by 10, SO by 10, or 60 by 10.
As regards design, construction, workmanship and materials, these specifications apply
only to scales having capacities and sizes within the limits given above. The design data
(Sees. C and CC) do not hold for greater capacities, nor for scales with platform lengths
greater than 60 ft.
(In the above statement of capacity and size the intent of the specifications is
that minor variations from the nominal capacity and dimensions given for platform sizes
are immaterial, and being otherwise in conformance with these specifications, the usually
manufactured stock sizes are satisfactory.)
BB. PLANS
The purchaser shall, upon his request, be furnished written information showing the
material of which scales proposed to be furnished are made, and if any material be not
among those to which the safe stresses listed in Sec. C apply, the chemical and physical
properties must be given in sufficient detail to permit confident judgment of the safe
stresses or factors of safety used in design.
The purchaser shall be furnished assembly plans showing the location and size of
open holes for field connections and all information necessary for the design and con-
struction of the pit or all parts required and not furnished with the scale. (See also
Sec. I). On request, the manufacturer shall furnish to the purchaser plans showing
materials, stresses, and detailed dimensions for all scale parts.
C. WORKING STRESSES AND FORMULAS
1. General
In any scale loaded as required in Sec. CC, the unit stresses which follow shall not
be exceeded. The stresses include a sufficient allowance for impact.
In designing cast iron members, the maximum allowable unit stress of any character
shall be determined by the greatest thickness, exclusive of fillets, of the portion of the
section carrying the stress being considered. In the main portion of a beam the thickness
of the web or flange shall be used, whichever is the greater. The thickness of the flange
shall be considered either as the average depth of the outstanding portion or the breadth
of flange outside to outside, whichever is less.
3Q6
Yards and Terminals
In proportioning rivets, nominal diameters shall be used.
The effective bearing area of a pin, bolt or rivet is the diameter of the member
multiplied by the thickness of the metal upon which the member bears.
In metal }i in thick and over, half the depth of countersink shall be omitted in
calculating bearing area.
2. High-Strength Alloys
For materials intended or represented to be "high -strength" alloys, unit working
stresses other than those given in Table 1 may be used, provided these do not exceed
one-third the unit stress at the yield point established according to the test routine fol-
lowed or prescribed by the American Society for Testing Materials for parts of the
same analysis, heat treatment and size, and provided further that the unit working stresses
for any combination of gray iron and carbon steel exclusively shall not exceed those
given in Table 1 for steel castings. The purchaser, if he requests, shall be furnished with
sufficient data or test specimens to enable him to determine the physical properties of the
particular "high-strength" material proposed to be furnished.
Table 1 — Working Stresses in Pounds Per Square Inch
Material
Cast Iron (gray).
Thickness of section
Inches
0.25
0.3
0.35
0.4
0.45
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.6
1.8
2.0
2.5
3.0
3.5
4.0
Steel castings
Pivots anil bearings
SAE 1095, hardened
SAE 6195 or 52100 hardenei
Structural
SAE 1010 to 1020.
Transverse Bendiny
Tension Compression
5,000
4,780
4,600
4,450
4,320
4.200
4.020
3,870
3,740
3 , 630
3 . 540
3,450
3,380
3,310
3 , 250
3,190
3,140
3,050
2,970
2.810
2,690
2,. 580
2,. 500
10.000
24,000
30,000
10.000
8,500
8.130
7,820
7.560
7,340
7,140
6 , 830
6 , 580
6,. 360
6.170
»),020
5 , 860
5,750
5 . 620
5 , 520
5,420
5,. 340
5,180
5,050
4.780
4,570
4,390
4 , 250
12.000
24,000
.30.000
10,000
Direct Stress
Tension Compression
3 , 500
3 , 350
3,220
3,110
3,020
2,940
2,810
2,710
2,620
2,540
2,480
2,410
2,370
2,320
2,270
2,230
2,200
2,130
2,080
1,970
1,880
1,810
1,750
10.000
24,000
30,000
10,000
10,000
9,560
9,200
8.900
8,640
8,400
8,040
7.740
7,480
7 , 260
7,080
6,900
6,760
6,620
6,500
6,380
6,280
6,100
5,940
5 , 620
5,380
5,160
5,000
12,000
24,000
30,000
Shear and
Torsicn
5,000
4,780
4,600
4,450
4,320
4,200
4,020
3,870
3,740
3,6.30
3,540
3,450
3,380
3,310
3,250
3,190
3,140
3,050
2,970
2,810
2,690
2 , 580
2 , .500
8,000
Stress in extreme fibers of pins 15,000
Shear in power-driven rivets and pins 7,500
Shear in turned bolts and hand-driven rivets 6,000
Bearing onpin.s 14, 000
Bearing on power-driven rivets, milled stiffeners, and other parts in contact ■ 15,000
Bearing on rocker pins 7,000
Bearing on turned bolts and hand-driven rivets 11 ,000
Mininium thickness of weighbridge members shall be ?^ in.
Yards and Terminals 397
3. Knife-Edge Bearing Stresses
The load per inch of knife-edge shall not exceed 5000 lb for high carbon steel (SAE
1005) or 6000 lb for special alloy pivot steel (SAE 6105 or 52100).
4. Concrete Bearing Stresses
The stress to be allowed for bearing on concrete shall not exceed ,^00 psi.
5. Projecting Pivots — Formula for Stresses
Where practicable, the pivots shall be supported their full length by integral parts
of the lever. Where impracticable so to support the pivots, external bending moments
shall be determined as follows:
Let M be the required bending moment in inch pounds.
L, the length in inches of the moment arm,
W, the total load in pounds on both ends of a pivot,
D, the length in inches of bearing in the loop,
T, the distance in inches between friction faces of the loop,
B, the width in inches of the boss, or the sustaining member enveloping the
pivot .
Then
L = D/2 + (T-B) + ^ in
and
M z= WL/2
6. Floorbeams and Floor Slabs
When loads are. or may be, applied to the scale platform from any direction, the
following principles of design applicable to floorbeams and floor slabs shall be used.
If for any reason of design or installation, traffic over the scale is constrained to follow
within definite Hmits a given direction, the floorbeam sections, and the flooring may be
calculated to conform to the established traffic conditions.
7. Shears and End Reactions in Floorbeams
In calculating end shears and end reactions in transverse floorbeams, no lateral or
longitudinal distribution of the vertical concentrated live loads shall he assumed.
8. Bending Moments in Floorbeams
In calculating bending moments, no transverse distribution of loads shall be applied.
With the floor slab resting upon floorbeams and main girders the floorbeams shall be
designed for the maximum wheel load that can be placed on a single floorbeam, with a
single 27,000-lb axle or two 18.000-lb axles when all wheels are on the scale.
In calculating the load on a floorbeam from two 18,000-lb axles, assume the floor
between the floorbeams to act as a simple beam.
9. Distribution of Wheel Loads on Concrete Slabs: Bending Moment
In calculating bending stresses due to wheel loads on concrete slabs, no distribution
in the direction of the span of the slab shall be assumed. In the direction perpendicular
to the span of the slab, the wheel load shall be considered as distributed uniformly over
a width of slab which is termed the "effective width" and is obtained from the following
formulas, in which
398 Yards and Terminals
S is the span of the slab in feet,
W is the width of tire in feet (or the permissible wheel load in pounds, divided by
12,000),
D is the distance in feet from the center of the near support to the center of the
wheel, and
E is the "effective width" in feet for one wheel.
Case 1 — Main Reinforcement Parallel to Direction of Traffic
£=0.75 + W, in which E shall have a maximum value of 7.0 ft.
When two wheels are so located on a transverse element of the slab that their effec-
tive widths overlap, the effective width of each wheel shall he y^ {E + C), in which E is
the value determined by the formula above and C is the distance between centers of
wheels.
Case 2— Main Reinforcement Perpendicular to Direction of Traffic
E — 0.7 {2D + W).
For this case, the bending moment on a strip of slab 1 ft in width shall be determined
by placing the wheel loads in the position to produce the maximum bending, assuming
no distribution; determining the effective width for each wheel; and assuming the load
of each wheel on the 1-ft strip to be the wheel load divided by its respective effective
width.
The design assumption of Case 2 does not provide for the effect of loads near unsup-
ported edges. Therefore, at locations where the continuity of the slab is broken, the
edges of the slab shall be supported by diaphragms or other suitable means.
10. Shear in Slabs
Slabs designed for bending moment in accordance with the foregoing rules and for
the wheel loads contemplated by these specifications may be considered adequate for
shear without special reinforcement.
11. Placing of Reinforcement
The minimum clear distance between parallel bars shall be 1^ times the diameter
of round bars, or 15^ times the diagonal of square bars. The maximum spacing shall be
2^2 times the slab thickness. Bars parallel to the face of any member shall be imbedded
a clear distance of not less than 1 in from the face.
12. Members Supporting Deck Overhang
In calculating bending moments, and shears and reactions in members supporting
the flooring outside the main girders, no lateral or longitudinal distribution of the vertical
live loads shall be assumed.
13. Bearing Pressures Under Foundations
The bearing areas of the foundation footings shall be such that the pressure under
the footings will not exceed
For fine sand or clay 4,000 psi
For coarse sand and gravel or hard clay 6,000 psi.
For boulders or solid rock 20,000 psi.
If the soil has not a safe bearing capacity equal to that of fine sand or clay, its
bearing capacity shall be increased by drainage, by adding a layer of gravel or broken
stone, or by driving piles.
Yards and Terminals 399
14. Platform Overturning Moments
When calculating moments tending to overturn or tip the platform, no distribution
of vertical Hve loads shall be assumed.
CC. PARTICULARS OF LOADING
1. General
.\1I parts of scales shall be proportioned for the following loads and forces:
(a) Dead load.
(b) Live load.
(c) Impact, or dynamic effect of live load.
(d) Lateral forces.
(e) Longitudinal forces.
2. Dead Load
(a) Unless provision is otherwise made in these specifications, the dead load shall be
considered in the design of scales. The dead load shall be considered as the weight of all
the parts of the scale structure supported by the main-lever load pivots and balanced out
for zero weighbeam reading.
(b) The unit weights in Table 2 shall be used in computing the dead load.
Table 2 — Unit Weights of Material for Use in Computing Dead Loads
Weight per
Cubic Fool
Material (Pounds)
Steel — -Use handbook values or 490
Cast iron 450
Timber, treated or untreated 60
Concrete, plain or reinforced 150
3. Live and Dead Loads
The Hve load shall be assumed to be a five-a.xled vehicle whose wheel gage, a.\lc
spacing and axle loadings are as shown in Table 3. For the general purpose of design,
the vehicle shall be assumed to be positioned with its longitudinal axis between the
weighbridge girders and parallel to the longitudinal center Hne of the scale, and one
series of wheels in the vertical plane through the web of one weighbridge girder. For the
section and main-lever reactions, one rear wheel shall be assumed over the center of a
main load bearing. No lateral or longitudinal distribution of the wheel loads shall be
assumed.
Table 3 — Schedule of Live Loads
Distance Centrr
Axle Load (Pounds) to Center
(Wheels Spaced 72 In Following A.cl>
Axle Apart, Center to Center) (Inches)
1 8,000 168
2 18,000 40
3 18,000 100
4 ■ 18,000 40
5 . - . _ 18,000
The combined live and dead loads to be used in de.sign of parts shall be as listed in
Table 4 (see also Sec. CC, Art. 4) .
400 Yards and Terminals
Table 4
N
Platform Size Weighbridge Section Main Lever Load Section Load Total Load on Lerer .
(Feet) (Feel) (Pounds) (Pound.i) (Pounds)
45x10 15 X 10 29,500 49,900 123,200
50x10 16.7x10 32,600 55,300 128,600
60x10 20 X 10 38,400 65,400 139,800
Note 1. — The "main-lever load" is the greatest permissible com^bined live and dead
load reaction at any main load pivot.
Note 2. — The "section" is the greatest permissible combined live and dead load reac-
tion at the two main load pivots of the same section of the scale.
4. Impact
In the design of scales covered by these specifications, when stresses are used not
greater than the "Working Stresses", Table 1, Sec. C, herein, no increase need be made to
vertical live loads, or need any other allowance be considered to provide for the effects
commonly included under the general term "Impact".
5. Lateral Forces
The platforms shall be designed for a lateral live load concentrated at the center
of each span, equal to 20 percent of the capacity plus 100 lb per ft of span.
6. Longitudinal Forces
Provision shall be made for the effect of a longitudinal force of 10 percent of the
capacity of the scale, acting in the plane of the platform and in a vertical plane through
the longitudinal center line.
D. SCALE LEVERS
1. Limitation of Type
Truss rods designed as parts of a lever structure to support vertically applied loads
will not be permitted.
2. Qualities of Castings
Cast pieces used for levers shall not be warped. They shall be clean, smooth, uniform
and free from blisters, blowholes and shrinkage cracks.
3. Machined Ways for Nose Irons
Levers that are to be equipped with nose irons shall have those portions of the lever
ends receiving them machined for the full distance oyer which the nose irons are to
move.
4. Nose Iron Guides
The guides for all nose irons shall be such that when one is moved for the purpose
of adjustment, the pivot will be held parallel to its original position.
5. Leveling Lugs
Each lever shall be provided with leveling lugs for longitudinal alinement. Each pair
of lugs shall be spaced 11 in. The leveling surfaces of each pair of lugs shall be finished
to a common plane parallel to the plane through the knife edges of the end pivots.
Yards and Terminals 401
6. Marking of Levers
Figures denoting the ratio of each lever shall be cast or otherwise permanently
marked on the lever.
DD. PIVOTS AND BEARING STEELS
1. Material
The material used for pivots and bearing steels in scales covered by these specifications
shall be either —
(a) Special alloy pivot steel (SAE 61Q5 or 52100), hardened to not less than 58
Rockwell C, or
(b) Carbon steel (SAE 10Q5), hardened to not less than 60 Rockwell C.
2. Design
All pivots shall be so designed and manufactured that the included angle of the sides
forming the knife-edge will not exceed QO deg, and the offset of the knife-edge as referred
to the center line of the pivot will not exceed 10 percent of the width of the pivot for
machined-in pivots, and 15 percent of the width of the pivot for cast-in pivots.
3. Fastening
All pivots shall be firmly fastened in position without swaging or calking.
4. Continuous Contact
All pivots shall be so mounted as to obtain equal and continuous contact of the
knife-edges with their respective bearings for the full length of the parts designed to be
in contact. In loop bearings the knife-edges shall project slightly beyond the bearings
in the loops.
5. Position
In any lever, the pivots shall be so mounted that —
(a) Each knife-edge will be maintained in a horizontal plane under any load within
the capacity of the scale.
(b) A plane bisecting the angle of a knife-edge will be perpendicular to the plane
through the knife-edges of the end pivots.
(c) The actual distance between the end knife-edges of any lever will not differ
from the nominal distance by more than b5 in per ft.
(d) The knife-edges in any lever will be parallel.
6. Support for Projecting Pivots
The reinforcing on the levers to support projecting pivots shall be tapered off to
prevent accumulation of dirt next to the pivots and to provide proper clearances.
7. Design of Bearings
Bearing steels and the parts supporting or containing them shall be so applied to
the mechanism that permissible movement of the platform will not displace the line of
contact between any bearing and the opposing pivot.
8. Interchangeability of Bearing Steels
All bearing steels of the same nominal dimensions or parts identification shall be
interchangeable or mounted in interchangeable bearing blocks. The interchangeable part
shall be securely mounted in the part containing it.
402 Yards and Terminals
9. Finish of Bearing Steels
The bearing surfaces shall be brought to a smooth, true and accurate finish to insure
continuity of contact with opposing pivots.
E. NOSE IRONS
1. Design
Nose irons shall be so constructed that —
(a) They will be positioned by means of adjusting screws of standard size and
thread.
(b) They will be retained in position by means of screws or bolts of standard size
and thread.
(c) The surfaces of nose irons intended to be in slidable contact with the levers will
he true, so as to secure an accurate fit in or on the levers. Such surfaces shall be machined.
(d) When adjustments are made, the knife-edge will be held parallel to its normal
position.
2. Screws and Bolts
.Adjusting and retaining screws and bolts shall be made of a corrosion-resistant
material.
3. Retaining Device
.\ device for retaining each nose iron in position shall be provided and shall be so
designed and constructed that —
(a) It will be independent of the means provided for adjustment.
(b) It will not cause indentations in the lever.
(c) Loads applied to the scale will not cause tension in the retaining bolts.
(d) The nose iron will remain in position when the retaining device is released.
4. Marking of Position
The position of each nose iron, as determined by factory adjustment, shall be accu-
rately, clearly and permanently indicated by well defined marks on the lever and nose
iron, which meet on a common line.
EE. LOOPS AND CONNECTIONS
1. Design Proportion
Loops which form bearings for projecting pivots may be of any type, provided the
clearance between the enclosed pivots and the body of the loop is at least 34 in-
2. Length
All loops of like connections shall be of the same length.
3. Vertical Adjustment
Means for vertical adjustment shall be provided between the lever system and the
weighbeam, which will permit independent leveling of the shelf lever when one is Used.
When no shelf lever is used, the connection to the weighbeam shall be adjustable. Screw
adjustments shall be provided with lock nuts or equivalent device.
Yards and Terminals 403
F. LEVER FULCRUM STANDS
1. Qualities of Castings
Castings for lever stands shall be clean, smooth, uniform, and free from blisters,
blowholes and shrinkage cracks.
2. Proportions
Lever stands shall be so designed, constructed and installed that, under any practical
condition of loading, the resultant force applied through the bearing will fall within the
middle third of the length and width of the base.
3. Bases of Lever Stands
The base of any lever stand shall be true within s-2 in to a plane perpendicular to a
vertical line through the center of the knife-edge bearing carried by the upright portion
of the stand.
4. Finish of Tops of Stands
The top of any lever stand receiving a bearing steel, cap or block shall be finished
smooth and shall be parallel to the base within ^h in.
5. Anchor Bolt Holes
Two or more anchor bolt holes, 1^ in. in diameter, shall be provided in the base
of each stand unless other equally effective means for anchorage is provided.
FF. CHECKS
The weighbridge, or platform, of all scales shall be equipped with devices which
effectively restrict motion in any horizontal direction, so designed and constructed as to
withstand adequately the horizontal forces prescribed in Sec. CC, Arts. 5 and 6. If checks
of the rod or bumper type are used, they shall be adjustable.
G. WEIGHBEAMS AND ACCESSORIES
1. Requirement for Nominal Capacity
The nominal capacity as defined in Sec. B shall not exceed the scale capacity.
2. Type of Weighbeam
Full capacity weighbeams shall be provided. The graduation on tare bars shall be
as specified for the main bar. Tare bars shall not be furnished for weighbeams of the
registering type.
3. Ratio
.\ pivot and loop shall be provided at the weighbeam tip, and the ratio at the
weighbeam tip pivot shall be marked on the beam. The ratio of the scale to the weigh-
beam butt pivot shall be plainly and permanently stamped on the beam.
4. Poise Stop
In all scales, each weighbeam bar shall be provided with a stop to prevent movement
of the weighbeam poise back of the zero notch or graduation.
404 Yards and Terminals
5. Notches
On main bars the notches shall not be spaced closer than six to the inch. Notches
shall be so formed and positioned that accurate positioning of a poise will automatically
result at any graduation at which the poise may be placed.
The values of the intervals between successive notches or graduations shall be 1000 lb
on the main bar, and not more than 10 lb on the fractional bar, respectively.
6. Pawl or Latch
For a poise on a notched weighbeam, the design and construction of the pawl or
latch and its appurtenances shall be such that accurate positioning of the poise will auto-
matically result at any graduation at which the poise may be placed.
7. Projections and Recesses
Poises shall be designed with the object of reducing to the minimum the number of
projections and recesses that will retain foreign material.
8. Poise Bearings
Each poise shall be constructed to move along its bar without side play. The main
poises shall be equipped with ball bearings.
9. Fractional Poises on Registering Weighbeams
The fractional poise on a registering weighbeam shall be constructed to stop positively
at each graduation and to prevent movement beyond the last graduation. The last
registration of the fractional poise shall be 990 lb.
10. Printing Lever
On registering weighbeams, a substantial type of hand grip shall be provided to
facilitate the registration of the weight. The natural operation of the registering
mechanism shall not cause lateral displacement of the weighbeam.
11. Receptacle for Weight Ticket
On registering weighbeams, means shall be provided to prevent placing the weight
ticket in its receptacle in any position in which a weight can be registered different from
that represented by the poise setting.
12. Balance Ball
The position of the balance ball shall be vertically adjustable. Unless otherwise
required by law or regulation, longitudinal movement shall be controlled by means of a
self-contained, hand-operated screw, or other device, which will not require the ball to
be rotated in making adjustments.
13. Poises
(a) Materials: The exterior shell of poises shall be made of corrosion-resistant alloys,
steel, iron, brass, or any other metal not softer than brass making contact with the
weighbeam.
(b) Movable Parts: All movable elements forming a part of a poise shall be so
constructed as not to be detachable without manifest mutilation of the poise. Set screws,
if used to secure a poise at any point on a weighbeam, shall not be removable.
14. Identification of Parts
A serial number shall be legibly stamped on each complete weighbeam.
Yards and Terminals 405
15. Type Figures
On type-registering weighbeams, type figures shall be made of material sufficientl\
hard that, under the designed conditions of use, the figures will not become battered or
defaced. The figures shall be plain and raised sufficiently high to insure a clear impression
upon the weight ticket or tape. They shall be so attached that they cannot become
loosened or detached without a positive indication that the weighbeam is out of order.
16. Weighbeam Fulcrum Stands
Weighbeam fulcrum stands shall be so designed, constructed and installed that the
resultant line of forces applied through the bearing carried by the stand will fall within
the middle third of the length and width of the base.
17. Trig Loops
The play of the weighbeam in the trig loop shall be not more than 2 percent of the
distance from the trig to the fulcrum pivot, nor less than 0.9 in.
18. Weighbeam Support
In all scales, the weighbeam fulcrum stand shall be securely fastened to a support
sufficiently strong that deflection to an extent affecting the weighbeam performance cannot
occur. If a wood box is used for the weighbeam, the shelf supporting the weighbeam
shall be independent of the box.
GG. ANTI-FRICTION POINTS AND PLATES
Anti-friction contacts shall be used to limit longitudinal displacement between knife-
edges and their bearings. They shall be smooth, hardened, and so designed as to provide
contact at a point on the line of the knife-edge of the pivots.
H. CLEARANCES
The clearance around and between the fixed and live parts of the lever system shall
be at least 54 i"- The total clearance between anti-friction points on levers and stands
shall be not less than tV in, nor greater than % in.
HH. FACTORY ADJUSTMENTS
1. Levers
The design, workmanship and factory adjustment of the levers and weighbeam shall
be such that the proper ratio of the lever arms will be maintained.
I. INTERCHANGEABILITY
Units or parts of units intended to be interchangeable with like units or parts in
scales of the same design and manufacture shall be identified on the scale drawings or
in the subject matter of the proposal in such manner as will clearly indicate the inter-
changeable parts, the manner of replacement, and the adjustment required, if any, after
replacement.
406 Yards and Terminals
II. SENSIBILITY RECIPROCAL (SR)
1. Definition
The sensibility reciprocal is the change in load required to turn the weighbeam from
a position of equiUbrium in the center of the trig loop to a position of equilibrium at
either limit of its travel.
J. PERFORMANCE REQUIREMENTS
1. Tolerances
The tolerance in excess or deficiency when tested upon the site of use and before
being accepted as satisfactory weighing machines, shall be 0.10 percent of the applied
load consisting of test weights of known value; provided (1) the tolerance shall not be
less than one-half the minimum weighbeam graduation on the scale being tested; and
(2) a purchaser may by stipulation in the purchase order require scales on the same con-
dition of test to meet tolerances not less than one-half, respectively, of the tolerances
given above before accepting delivery.
2. Sensibility Reciprocal
For the same conditions of test stipulated in Sec. J, Art. 1, the sensibility reciprocal
shall not exceed the value of the minimum weighbeam graduation.
J J. LOCATION AND ELEVATION
1. Location
Scales shall be so located that an adequate foundation and a straight approach in
line with the scale platform and of a length in excess of that of the longest vehicle to be
weighed can be provided.
2. Elevation
The scale platform shall be raised to such an elevation that the drainage of surface
water will be away from it and, unless space will not permit it, the approaches shall be
level, or nearly level, and paved for a length equal to that of the scale platform.
K. FOUNDATIONS
1. Material
Scale foundations resting upon or extending into the ground shall be constructed of
concrete. (See Sec. C, Art. 13).
The quality of materials and methods of mixing and placing the concrete shall
conform to the AREA specifications for concrete and reinforced concrete.
2. Dimensions of Pit
The size of the pit shall be such as to give a vertical clearance between the scale
levers and the finished floor of the pit of not less than 2 ft, and a horizontal clearance
between the face of the pit walls and the scale parts below the platform, or below the
weighbridge girders, and above the bases of the stands, of not less than 4 in.
3. Walls of Pit
The walls of the pit shall have a thickness at the top of not less than 12 in.
4. Waterproofing
When necessary, the pit shall be waterproofed.
Yards and Terminals 407
5. Wall Batter
All wall surfaces next to earth subject to freezing shall be constructed with a uniform
batter of not less than 1 in to the foot and as much more as necessary to permit the
heaving of adjacent ground by frost action without disturbing the walls.
6. Pit Floors and Lever Stand Piers
The concrete piers supporting the lever stands shall be not less than 9 in deep,
but shall in any case be carried to proper foundation. Their tops shall be above the floor
of the pit a distance sufficient to prevent the accumulation of water under the bases
of the stands. The floor of the pit may be designed as a mat footing of concrete, or as a
simple floor not less than 4 in thick. The pit floor shall, in all cases, be smooth, with a
pitch to a common point of drainage, and free from pockets in which water will stand.
7. Anchor Bolts
Anchor bolts, not less than ^ in. in diameter, threaded and with nuts and washers,
shall be provided in the foundations for lever stands to match the bolt holes provided
for securing the stands, and they shall extend into the concrete not less than 8 in.
8. Anchorage for Floating Levers
A floating lever, one exerting an upward pull at its fulcrum, shall be anchored to the
foundation to resist not less than twice the upward pull produced at the fulcrum pivot
by a capacity load on the scale.
KK. WEIGHBEAM HOUSE OR BOX
1. Weighbeam House or Box
When the scale is not located in a building, the weighbeam shall be adequately
protected from the weather by being enclosed in a house or box. When a scale is located
in a building, it shall, when necessary, be similarly protected from injury.
2. Design
The minimum inside width of the weighbeam house shall be 4 ft. and the minimum
length shall be sufficient to allow the installation therein of the beam shelf and weigh-
beam. It shall be provided with windows of such size and location as will give the
weigher, when weighing, a clear and unobstructed view of the scale platform and
approaches. The windows shall be glazed with clear glass or clear wire glass. If the
weighbeam is required to be boxed, the box shall be of such size as to suitably enclose
the beam shelf and weighbeam. It shall be provided with a hinged door, or doors, of
such size and in such location as to give the weigher clear and unobstructed access to
the weighbeam.
3. Clearance
A clearance of not less than 1 in shall be provided between the inside of the scale
house and the weighbeam supports and shelf. The clearance between the edge of the
platform and weighbeam pillar, weighbeam box or weighbeam house shall be sufficient
to permit the normal functions of weighing the widest loads required to be handled.
408
Yards and Terminals
L. INSTALLATION
1. Fastening of Stands
After alining the stands, the anchor bolt holes in the castings shall be filled with
cement, sulfur or other suitable material, and the anchor bolt nuts brought down tight.
2. Alinement
All levers shall be level and connections plumb throughout the scale.
LL. PLATFORMS
1. Security Against Tipping
All scale platforms shall be proportioned so that, for any possible application of the
loads specified in Sec. CC, no tipping can occur. (See Sec. C, Art. 14) .
2. Timber
In all scale platforms, timber shall not be used for floorbeams, or in any members,
except floor covering, required to take shearing or compressive stress perpendicular to the
grain, or stress in transverse bending. Timber may be used for floor covering and, as
required, for spiking or fastening strips for the floor covering. (See Sec. C, Art. 14 and
Sec. LL, Art. 9).
3. Weighbridges
Weighbridge girders and floorbeams shall be made of steel conforming to Sec. B of
the AREA Specifications for Steel Railway Bridges.
4. Sections and Strength
(a) Weighbridge members shall be designed in accordance with Sec. A of the AREA
Specifications for Steel Railway Bridges, except as the permissible working stresses and
loading conditions are modified by Sees. C and CC herein.
(b) The section moduli of main girders shall be as shown in Table 5. A representative
bill of steel for each size weighbridge is also shown in the table. The members listed in
Table 5 — Representative Bills of Steel for Weighbridges
Me7nber
Platform Size in Feet
4S X 10
SO X 10
60 X 10
Main Girders
S = 80.7
2-16" WF at 50 lb
4.500 lb
S = 98.2
2-18" WF at 55 lb
5500 lb
S= 139.9
2-21" WF at 68 lb
8100 lb
or
S = 128.2
2-18" WF at 70 lb
8400 lb
Floorbeams
11-12" WF at 36.0 lb
3498
12-12" WF at 31.8 lb
3816
14-12" WF at 31.8 lb
4452
Platform Edge 6"
Channel at 10.5 lb and
IJ^x ?^"Bead
1365 lb
1490 lb
1737 lb
Fastenings
900 1b
985 1b
1150 lb
Total
10263 lb
11791 lb
15439 lb
or
15739 lb
S = Required section modulus, one girder.
Yards and Terminals 409
Table 5 have been calculated from the loading assumptions given in Table 3, and on the
basis of 12-in side overhang outside the center lines of main girders and 12-in end
overhang outside the centers of load bearings. Variation from the sizes given may result
if other conditions of side and end overhang are actually used. Provision has been made
for impact by using the working stresses given in Sec. C.
5. Bracing
(a) Weighbridges ordinarily will require no bracing other than floorbeams and corner
plates. End connections for floorbeams must be designed for maximum stresses produced
by lateral forces.
(b) If the floorbeams are mounted above the main girders, weighbridges with solid
floor construction or with transverse floor beams on 36-in centers or less will require no
lateral bracing. Otherwise bracing shall be designed for the forces in Sec. CC, Art. 5.
(c) Cross Frames: Motor truck scale weighbridges with the floorbeams mounted
above the main girders shall be provided with end cross frames and at least one inter-
mediate cross frame. If the floorbeams are internally framed and the weighbridge other-
wise adequately braced, the end and intermediate cross frames may be omitted.
6. Fabrication and Assembly
The weighbridges shall, when practicable, be assembled and riveted up complete in
the shop. When field assembly is necessary, the parts shall be properly assembled in the
shop and match-marked. Connecting holes shall be reamed to fit.
7. Platform Bearings
The tops of platform bearings contacting the weighbridge girders shall be finished
to within 5^2 in of a true plane. These tops shall be provided with bolt holes of sufficiently
large diameter to allow for the transverse and longitudinal adjustment necessary to secure
proper alinement of parts.
8. Deck
The deck or floor shall be designed so that, without exceeding the permissible stresses,
it will support and distribute the capacity load and incidental forces when applied as
described in Sec. CC and so as to produce the maximum stress in any part of the floor.
9. Flooring
The flooring material shall resist wear, shall under all weather conditions provide
traction to power-driven vehicles, and shall be susceptible of being waterproofed. If tim-
ber is used, its quality shall be at least No. 1 Common dimension, treated with a
preservative.
M. LIGHT, DRAINAGE, VENTILATION AND PIT ACCESS
1. Light
Proper lighting of the scale weighbeam and scale platform shall be provided.
2. Drainage
.\dequate drainage for scale pits shall be provided and maintained.
410 Yards and Terminals
3. Ventilation
All scale pits shall be ventilated to meet the needs of each particular case, the object
being to minimize the amount of moisture in the air in the pit and so to retard rusting
of scale parts and structural steel.
4. Pit Access
Entrance of adequate size shall be provided through the foundation wall or neck
of the pit.
MM. PROTECTION FROM CORROSION
The finish and treatment of all surfaces shall be such as to insure good appearance
and satisfactory resistance to corrosion. The surface treatment shall be durable and
appropriate for the intended uses.
Report on Assignment 4
Waterfront Terminals
L. C. Harman (chairman, subcommittee), M. H. Aldrich, C. J. Astrue, F. E. Austerman,
E. G. Brisbin, W. H. Goold, J. L. Loida, B. G. Packard, R. H. Peak, Jr., G. L.
Roberts, H. T. Roebuck, W. C. Sadler, H. L. Scribner, J. N. Todd, J. C. Warren.
Your committee this year presents the following report, which is submitted as
information.
Ore Piers on the Atlantic Seaboard
Deposits of high-grade iron ores in the United States are being rapidly depleted,
and as no new large deposits of such ore are being discovered in this country it has been
made necessary to seek deposits of high-grade ores in other countries. Also, we are to a
large extent dependent on foreign countries for a source of many other high-grade ores.
As the result of these shortages in our country, and with the development of sources of
ores outside the continental United States, the railroads have already constructed and
are now constructing huge piers or docks for the handling of ores. Principal imports are
iron ore, bauxite, chrome, lead, zinc, phosphate rock, manganese, ferro-manganese, sulphur
and pig iron.
The large majority of the installations are piers, but there are several important
installations on docks. Wharf operations are .similar to those on a pier, except that
activities are confined to one side of the structure. While the primary function of these
facilities is for discharging ores from ships to cars, some installations are arranged to
transfer ore and other mineral products from cars to ships. Various types of ships are
used in this trade — -Victory, Liberty, colliers and ore carriers. At the present time huge
open-type ore carriers are being constructed, or are in the planning stage, each capable
of carrying as much as 80,000 tons for the iron ore trade.
Pier substructure is usually constructed with a concrete deck supported on timber,
steel or concrete piles, depending upon the salinity of the water and its infestation by
marine boring animals. Where timber piles are used the deck is placed on the piles at
or near mean low water and is brought up to the desired elevation for the top of deck by
filling either with earth or with concrete. The length of the pier depends upon the
number of unloading towers used and the length and number of ships to be worked.
Yards and Terminals 411
The widths of the pier are variable according to the design of unloading tower and
number of tracks to be placed on the pier.
Where there are strong winds and tides it is necessary to have some type of fender
to protect the structure. This is commonly constructed of timber
Structural steel unloading or loading towers are mounted on rails parallel to the
edge of the pier or wharf, which permit unloading from any hold of a ship without the
necessity of moving the vessel to permit unloading from the different holds — the number
of towers depending upon the quantity of ore to be handled. The tower is constructed
of structural steel shapes, with a hinged cantilever bridge on each side extending out
over ships, which can be raised to clear their rigging while they are being docked or
when the unloading tower is being moved from one hatch to another. A traveling, man
trolley is supported by tracks on the tower and bridge, with clamshell bucket which may
vary in sizes from 60 to 280 cu ft capacity. This bucket operates on an average cycle
of 45 sec, and dumps into a steel receiving hopper within the tower, of sufficient capacity
to hold two or more cars of ore. The elevation of the bridge above the water should be
sufficient to take care of the largest vessel served or contemplated. The present tendency
is to use larger buckets.
There are two methods of handling ore from this point, depending upon whether
the ore is loaded directly into railroad cars on tracks on the pier or whether it is con-
veyed by a belt to a loading tower or tipple some distance away. If handled by cars on
tracks located on the pier, the ore is dumped from the receiving hopper onto feeders
which fill a weighing hopper, where it is weighed automatically to the desired weight.
From the weighing hopper it is discharged by gates into railroad cars. The number of
tracks on the pier are variable, depending upon its width and the number of unloading
towers on the pier. It is desirable to have one track for each unloading tower, with one
or two spares for the placing of empty cars while loads are being removed. In this
system there is interference with the unloading while empty cars are being placed and
loaded cars pulled.
If the conveyor belt system is used the ore in the hopper is transferred by means
of a feeder onto an endless conveyor belt. The belts are supported by heavy-duty idlers
mounted on structural steel framing and extend from the furthest out unloading point on
the pier to a loading tower or tipple above tracks on which railway cars are loaded. The
widths of the belts now used vary from 48 to 52 in, and are constructed for heavy-duty
service. These belts travel at speeds varying from 400 to 615 ft per min and are capable
of carrying ore weighing ISO lb per cu ft at rates up to 3,S00 tons per hour, depending
upon the speed and width of belt.
Receiving hoppers in the car loading structure are quite large, some having a capacity
of 600 tons so as to act as surge bins to absorb the continuous flow of ore from the belt.
.\pron feeders are located below the belts to transfer the ore into spring-mounted scale
hoppers, which are arranged in pairs with sufficient distance between to discharge the ore
into railroad cars approximately over the car trucks. Each scale is equipped with an
electric weighing recorder that stamps on the bill of lading the correct weight of the
shipment. The scales and hoppers are so designed and arranged that a car may be loaded
from only one of the twin hoppers if desired.
Track arrangements under the tipple are variable according to local conditions. In the
majority of cases empty cars are placed on two tracks serving the tipple, and are moved
by electric pusher, diesel-electric pusher, car puller, switch engine, or some other arrange-
ment, to the proper point underneath the tipple where they are loaded and then pushed
412 Yards and Terminals
or pulled down into a loaded yard. There is one installation where the tipple is located
on a semi-circular track, one end connecting to an empty yard, and the other to the
loaded yard. With this arrangement there is no interference with the loading while
placing empty cars to be loaded. This system offers the minimum of interference to the
loading of cars.
In some instances where belts are used to handle the bulk of the ore, tracks are
extended out on the pier to take care of the ore that is cleaned up from the bottoms of
vessels. This method saves the expense of operating unloading towers and belt conveyors.
There are various methods of cleaning up the ore in the bottoms of vessels after the
free digging ore has been removed. This clean-up job is usually done with bulldozers,
siushers, payloaders and tubs, the ore being loaded into cars by the ship's rigging.
Floodlight towers and general lighting should provide illumination for the entire
layout.
Radio telephone, telephone system, teletype, and inter-phone communication should
be provided for the facilities. Horns are sometimes used for signaling to the different units.
The cleaning of cars before being used for the loading of ores presents quite a prob-
lem. Waste material accumulates rapidly and frequently has to be removed. Separate
tracks adjacent to the empty yard are commonly provided for cleaning cars by air and
washing.
In support of this facility, a sub-station and service and maintenance buildings are
usually constructed adjacent to the pier.
Report on Assignment 5
Study of the Handling of LCL Freight by Conveyors
F. E. Austerman (chairman, subcommittee), C. J. Astrue, W. O. Boessneck, W. S.
Broome, K. L. Clark, O. Fischer, Wm. J. Hedley, B. Laubenfels, C. H. Mottier,
J. N. Todd.
This is a final report, submitted as information.
Facilities for the mechanical handling of LCL freight were first reported in the Pro-
ceedings, Vol. 49, 1948, page 113. At that time there were few conveyors handling LCL
freight in railroad freight houses. Conveyors had been installed in Railway Express
houses as early as 1938. A full description of such conveyors is included in the Manual
of Mechanical Handling Equipment in Railway Express Service, dated February 1950.
This manual recommends the overhead chain conveyor, and describes an installation in
Jacksonville, Fla. The first conveyors were copied from the production-Hne handling
facilities of automobile manufacturers and had a reported speed of 120 ft per min.
The last previous report of your committee on the subject of conveyor handUng
of LCL freight is contained in the Proceedings, Vol. 54, 1953, page 511. Such conveyors
are known as overhead chain and in-floor towing conveyors. Both types are described in
the Vol. 54 report. Since that report a number of floor-type towing conveyors have been
installed. With the replacement of multi-story freight houses in congested metropolitan
areas, to outlying one-story freight houses, towing conveyors have been planned and
installed in many of these new freight houses. Although most new freight houses have
been designed in the form of a rectangle, sometimes nearly square, the Santa Fe recently
constructd a freight house in the shape of an "E", with tracks in the open sections. Two
floor-type towing conveyors were installed in this freight house. The towing conveyors
Yards and Terminals
413
Fig. 1 — Freight house of the Atchison, Topeka & Santa Fe Railvvay
at Chicago, showing conveyor chain crossing tracks, thereby eliminating
bridging.
Fig. 2 — Santa Fe freight house at Chicago, showing 2 towing conveyors
on 3 platforms with a capacity of 500 trailers.
414
Yards and Terminals
Fig. 3 — Freight house of the Chicago, Burlington & Quincy Railroad at
Morton Park, 111., showing in-floor towing conveyor in operation.
Fig. 4 — Burlington freight house at Chicago, showing overhead
conveyor in operation.
Yards and Terminals 415
consist of a roller-type chain conveyor in the floor of the car-floor-height platform,
with a special slot opening. Built in the chain, 15 ft apart, are catches — devices that
couple to a pin dropped from the four-wheel trailers. The entire towing conveyor system
has a capacity of 500 trailers. The roller chain moves at a variable speed of 110 to
160 ft per min. The towing conveyors operate on two separate circuits, one serving the
three outbound tracks, and the other the inbound tracks. This freight house is 132S ft
long and 204 ft wide. The 6 tracks handle 160 railroad cars and are under 1 roof with
the platforms. A unique feature of the conveyor is that the in-floor track descends a
ramp at the end of each platform and then crosses the railroad tracks at that end of the
freight house. More details of this installation are described in the Dec. 1, 1952, issue
of the Railway Age, and the December 1Q52 issue of the Modern Railroads.
The overhead and the in-floor-type towing conveyors are fast becoming an important
part of the design of new freight houses and in the modernizing of older freight houses.
They provide for the continuous movement of loaded trailers as well as returning the
empty trailers where needed. The towing conveyor should be routed to serve the highway
trucking tailboard area as well as along the freight house tracks. An area adjacent to the
conveyor should be provided for easy storage of excess trailers. A towing conveyor for
inbound as well as another for outbound freight provides the most economical installation.
Towing conveyors can make sharp turns, thereby adapting them for use in both new
and old freight houses.
The advantage of the overhead towing conveyor is the simpler and more economical
installation in existing freight houses. It would also be easier to reroute or revise the
overhead chain if necessary.
The advantages of the in-floor type towing conveyor are as follows;
The pull of this type is from the frame of the trailer.
All the attachments to the trailer are below the platform of the trailer and are less
liable to be damaged.
There are no overhead chains to limit clearance.
Installations can cross railroad tracks.
Pin raises and lowers into a moving chain by a foot pedal on either side of the
trailer.
Longer loads can be handled with the trailer connected through the floor.
The trailers follow the slot in the floor more closely, thereby using a narrower aisle.
Where it is necessary to cross railroad tracks, the in-floor towing conveyor must
descend a ramp to track level, but can cross a specially designed crossing. For the over-
head type of towing conveyor a movable bridge must be provided and the overhead
chain must be disconnected when railroad cars are moved.
The development of the towing conveyor has solved many problems in the mechanical
handling of LCL freight, and will be utilized more for the economical handling of
freight.
416 Yards and Terminals
Report on Assignment 6
Facilities for Loading and Unloading Highway Semi-Trailers
on Railroad Cars
C. F. Parvin (chairman, subcommittee), F. E. Austerman, R. F. Beck, W. O. Boess-
neck, E. G. Brisbin, W. S. Broome, J. C. Bussey, J. G. Campbell, G. H. Chabot,
F. A. Hess, J. E. Hoving, A. S. Krefting, H. J. McNalley, A. G. Neighbour, B. G.
Packard, R. H. Peak, Jr., G. L. Roberts, R. E. Robinson, W. C. Sadler, W. H.
Shoemaker, S. Shumate, J. N. Todd, J. C. Warren, G. R. Wurtele.
This report is presented as information, with the recommendation that the subject
be continued.
The loading of semi-trailers on fiat cars has been initiated on a number of railroads,
is being considered on others, and this report will deal with the general methods in use.
The three ways of loading and unloading highway semi-trailers on flat cars are:
1. End loading and unloading.
2. Side loading and unloading.
3. Crane loading and unloading.
There are certain general considerations that apply to each method.
a. Location of Facility
Speed is one of the prime requisites to the success of this service. The facility should
be located where it can be promptly and efficiently served from yards and should be
readily accessible by highway. If practical, the facility should be located in the center
of the area to be served.
b. Storage space for semi-trailers
Storage space in excess of trailer capacity of tracks should be provided. Some semi-
trailers will be delivered after closing time. Others will not be removed on date unloaded.
Loaded flat cars in excess of track capacity may be received over week ends or holidays,
necessitating the unloading and holding of semi-trailers until resumption of the business
week.
f. Location of parking and storage area
It is desirable to have such area close to the tracks to avoid additional handling of
semi-trailers.
d. Lighting
Good lighting is essential. With late closing hours for receiving semi-trailers and
early morning deliveries at destination, much of the work of loading and unloading will
be done during the hours of darkness. The loading and unloading, regardless of method,
is exacting work, as is the fastening of the semi-trailer on the flat car. When work is done
during darkness, good lighting is necessary for speed as well as safety.
e. Space requirements
A space of approximately 35 by 12 ft should be allowed for parking area of each
semi-trailer. A minimum turning radius of 35 ft is necessary.
Yards and Terminals 417
/. General
Communication systems, including loud speakers, may be desirable to direct the
drivers of tractors as well as others engaged in these operations.
Scales for weighing semi-trailers as received for loading may be required. They
should be properly located between entrance and parking or loading area.
Where outside concerns handle the loading and unloading operations, their operating
requirements must be considered.
An office and other necessary facilities, including fencing, may be provided.
END LOADING AND UNLOADING
Semi-trailers are backed onto or hauled off flat cars via ramp at one end of the track.
The semi-trailers are moved between cars over plates of sufficient strength and width to
sustain the wheels of the tractor and semi-trailers.
These plates are permanently fastened to diagonally opposite corners of the flat cars,
properly hinged, to be placed clear of the end of the car when not in use.
This service is generally provided with flat cars especially equipped.
One railroad now providing this service has at one terminal six tracks of approxi-
mately twelve 40-ft car capacity each. A truck driver backs a tractor and semi-trailer
over 12 cars without stopping, at a speed equivalent to a slow walk. The tractor unit used
by this railroad has a hydraulic arrangement on the fifth wheel whereby the front of
the trailer is raised approximately 17 in. This saves the time and labor required to raise
and lower the small dolly wheels that support the front of the semi-trailer when the
tractor is detached, and still permits dolly wheels to clear the edge of the flat car when
moving to and from the ramp, permitting the use of a shorter ramp.
It is desirable to provide for the free movement of employees from one flat car to
another on a single track. The construction of some flat cars permits employees to walk
along the side of the car when loaded. Where the construction of the car does not permit
such movement, it may be desirable to construct a platform at car floor height along
the track for the use of employees engaged in the loading and unloading operations.
Advantages of this method are:
Usually, existing stub end tracks can be used for the service and a ramp placed at the
end of track or tracks. The ramp can be either portable or permanent.
Facilities can be more readily expanded. By furnishing portable ramps at outlying
point service can be given at other than large terminals. There are on the market portable
ramps of both the light-weight metal type and heavier models to be towed by tractors.
Requires a minimum of area parallel to the tracks. At the unloading end, a distance
of at least ISO ft is desirable to permit placing of ramp and provide sufficient turning
space.
Disadvantages of this method are;
The unloading of trailers must be one at a time and from the same end of the car
from which loaded. This requires careful planning of location and track arrangement to
prevent necessity for turning cars upon arrival and before placement. One railroad, finding
it impractical to make one terminal fit the unloading direction for several other terminals,
paved the track area at the ladder end of the stub track and uses a portable ramp.
Trailers must be unloaded in the reverse order in which loaded. This can be mitigated
by having several short tracks rather than a few long ones, thereby permitting simul-
taneous unloading operation. If longer tracks are used, the operation will be speeded by
cutting the draft of cars at a predetermined location and placing a portable ramp. In this
418 Yards and Terminals
manner, two loading and unloading operations per track can be carried on at the same
time. The opening between separated cars should be at least 150 ft to permit the placing
of the ramp and the turning of tractors and semi-trailers at the bottom of the ramp.
The area should be paved and proper driveway provided to the parking area.
SIDE LOADING AND UNLOADING
In one method of side loading and unloading, the loading area adjacent to the track
must be at car floor height. Semi-trailers will be moved on and off the flat cars by either
the regular hauling tractor or by tractors specially designed for short turning radius and
a resultant better maneuverability.
Some flat cars are being specially designed for this service which provide for lower
floors to improve clearance.
A second method is where trailers are placed on or removed from a car by a large
fork-lift type truck from the roadway at track level. This piece of equipment has been
proposed but not yet fully developed.
In addition to the loading area, a parking area must be provided, preferably adjacent
to the tracks. Semi-trailers should be parked at right angles to the tracks. The width of
this area should be at least 100 ft, and more is desirable. This width is the minimum that
will permit the parking of semi-trailers while loading or unloading is in progress. The
parking of semi-trailers at right angles to the track is desirable, particularly if the trailers
are not loaded in the same direction on the flat cars. If semi-trailers are not parked
adjacent to the tracks, then a loading area of at least 40 ft must be allowed for maneuver-
ability in loading and unloading operations.
By parking semi-trailers diagonally to the track, a somewhat narrower width of
parking area is possible. However, this type of parking restricts the movement from the
parking area to the loading area.
When raised loading areas are used, the opening between the platform and the edge
of the car should be not over 5 in, unless plates are used to span the distance between the
car and the platform. In some cases it may be necessary to secure authority from either
the railroad or local or state authorities governing such clearance.
Advantages of these methods are:
Simultaneous handling of semi-trailers on or off flat cars, limited generally by the
number of tractors available.
Semi-trailers can be unloaded regardless of direction in which loaded.
Trailers may be loaded or unloaded in any desired order.
Longer tracks may be used, due to the ability of working at several locations at the
same time.
Disadvantages of these methods are:
Depressed tracks, or platforms at car floor level, are costly.
Wide areas are required adjacent to one side of each track.
Heavy-capacity bearing surface must be provided in the loading area where the
heavy-duty fork-lift trucks are used.
The close clearance required between track and adjacent platform may restrict
engines and other equipment on this portion of track. If not practical to provide close
clearance, plates must be furnished between the cars and platform, which necessitates
additional labor for placing and removing these plates.
Yards and Terminals '419
CRANE LOADING AND UNLOADING
To date, this committee has no knowledge of any proposal for using this method.
The advantage would be:
The use of a crane — particularly an overhead traveling type — would permit loading
and unloading of semi-trailers on flat cars with minimum ground area adjacent to the
tracks.
Semi-trailers could be loaded or unloaded in any desired order.
The disadvantages would be:
The high initial cost of the crane.
Report on Assignment 7
Electronic Devices in Yards and Terminals
Collaborating with Communications and Electrical Section, AAR
R. F. Beck (chairman, subcommittee), F. E. Austerman, A. E. Biermann, N. C. L. Brown,
G. H. Chabot, H. P. Clapp, W. H. Giles, W. H. Goold, H. J. Gordon, H. J. McNallv,
C. E. Merriman, A. G. Neighbour, C. M. Ratliff, L. W. Robinson, M. S. Rose,
J. N. Todd, J. C. Warren.
Your committee presents the following final report, which is submitted as informa-
tion with the recommendation that the subject be discontinued.
Important advances have been made within recent years in the application and use
of electronic devices which have contributed immeasurably to the increased efficiency
of our freight terminals. These devices have greatly expedited traffic through terminals,
provided increasingly better car reports and accounting procedures, and promoted over-all
safety.
Paging and Talk-Back Speakers — Intercom Systems
Paging and talk-back speakers, together with intercom, are so interrelated that
they can best be described together. Paging and talk-back speakers used in conjunction
with intercom systems are in use in most freight terminals. They are providing excellent
communication facilities for the effective handling of freight.
Paging and talk-back speakers are used to direct outside yard operations, while
intercom systems are best adapted to communication between offices controlling yard
operations. Paging speakers are usually placed on high poles to blanket an area and are
used to give instruction or to call yard personnel to a talk-back speaker for a two-way
conversation. The talk-back speakers are usually located adjacent to yard leads, departure
tracks, hump areas, or other advantageous locations. They are placed either on low posts,
or, where clearance conditions prevail, at near ground level alongside or adjacent to
switch stands.
The talk-back speakers in some yards, in addition to performing their normal func-
tion, can also be used as paging speakers by connecting several of them together to
blanket an area. Some yard installations also have numerous strategically located tele-
phones which can be connected into the paging speakers by pressing a button on the
telephone.
For yard operations, control of the paging and talk-back speakers usually rests with
a yardmaster who directs these operations from a console in his office. The intercom
system between various yard offices is also at his disposal. Some of the larger yards have
420 Yards and Terminals
several independent systems of paging and talk-back, speakers in operation concurrently.
Several of these installations enable a general yardmaster to cut in on any or all systems.
Others limit the general yardmaster to monitoring conversation, while providing direct
communication to his assistants via intercom. In any event, the system is so flexible that
many different combinations may be utilized.
The installation of paging and portable talk-back speakers, together with intercom,
has greatly expedited the handling of LCL freight in some terminals. One checker at
his semi-enclosed, sound-proofed desk can work simultaneously with several crews, where
formerly a checker was required with each crew. The crew caller plugs the lead of his
portable talk-back into outlets spaced one car length apart on the loading platform, and
hangs his "talk-back" in the car. Paging speakers provide over-all direction and are
very effective in spotting cars at correct locations. The over-all operation is generally
controlled from a console in the general foreman's office. He has direct access via intercom
with the agent, his staff, and the checker.
The use of paging speakers and intercom system is an integral part of retarder yard
operation. Paging speakers are sometimes used to inform the pin puller how many cars
to cut, and to issue trimming instructions to the hump engine. The close liason required
between yardmaster, humpmaster, retarder operator, and weigh clerk to hump cars
efficiently is provided by an intercom system. In some yards car inspectors in pits on
the hump lead are also integrated into the system.
Paging and talk-back speakers are also used to direct operations in marine terminals,
float bridges, coal and ore piers, icing operations, repair yards, etc.
Radio
Many varied yard operations have been facilitated by the use of radio. Base, mobile,
and portable radio are the different types currently employed, and may be used in
conjunction with one another. Two-way radio predominates the field, but some installa-
tions use one-way radio. Authorization for use of radio transmitting equipment must be
obtained from the federal government. Detailed information on procedures is usually
available from the Communications Department of the railroad.
Base radio may be described as a combination transmitting and receiving station
at a fixed location, which is used primarily for communication with portable and mobile
units, and is customarily located at the nerve center of yard operations. Mobile radio
placed in moving equipment, and portable radio carried by yard personnel, are also used
as combination transmitting and receiving stations. In some yards, however, mobile
radio and portable radio are limited to either transmitting or receiving.
Some retarder yards use base radio at the crest of the hump and mobile radio
located in the cab of the hump engine to provide two-way communication between
humpmaster and crewmen. This serves as an effective aid for directing humping and
trimming operations. Similarly, this type of communication is also being used between
yardmasters and switch crews in the yard or terminal area to coordinate movements and
prevent delays. In addition, base radio and mobile radio are being employed effectively
between dispatcher, yardmaster, and road crews to coordinate switching movements in
yards with the arrival of trains, provide quicker departure for outbound trains, and
avoid holding and flagging trains on main track. In some terminals both engine and
caboose are equipped with two-way radio.
Many marine terminals are also using a base radio station, usually located in the
tug dispatcher's office, and mobile equipment installed in tug boats for two-way com-
YardsandTerminals 421
munication. Tug boat operations are more effectively controlled, resulting in faster
handling of freight.
Portable two-way radio carried by yard personnel is rapidly being placed in service
in many yards. Car checkers communicate initials and numbers of cars to a central office
where they are taken by a yard clerk. Car inspectors notify their supervisors of any
defects or talk to one another when making air brake tests prior to a train's departure.
Yard switching crews communicate with each other and with the crewmen provided with
mobile radio in the engine cab.
Another recent innovation is the installation of mobile radio in motor vehicles, which
provides two-way communication with a base radio station. Diesel oil, car inspector,
and maintenance trucks in some terminals are dispatched from a central location by this
means. Trainmasters at a few terminals are expediting traffic at difficult locations through
the use of mobile radio installed in their cars, which provides two-way communication
with a base radio station at yard headquarters.
Many uses have been found for both mobile and portable one-way radio. One
installation provides car checkers with one-way portable radio, enabling automatic record-
ing mechanisms to record initials and numbers of cars. In another installation the switch
crew foreman uses portable transmitting equipment only to give instructions to the
crewmen who are provided with receiving equipment.
Recently, portable one-way radio has been used in conjunction with paging and
talk-back speakers. In at least one yard car inspectors, using portable transmitters, can
contact yard personnel, in addition to their supervisors, over the paging speakers. In
other yards switch foremen provided with portable transmitting equipment can issue
instructions to the crewmen. These instructions are heard over the mobile receiving set
in the engine and by other members of the switch crew via the paging speakers. Similarly,
the crewmen's conversation is heard through the paging speakers for all of the crew to
hear. Thus one-way radio, when combined with paging and talk-back speakers, becomes
in effect a two-way system and can be used in many varied yard operations.
In some yards where personnel using portable radio are separated by considerable
distances, contact with one another is provided through the use of a mobile relay radio
station. This station receives from the portable equipment and retransmits at higher
power levels, thus providing reception by the separated personnel. Effective control of the
personnel can be provided by cutting the supervisor into the system.
Signals
Signal indications of various types have undergrone a great transformation within
the recent past and their use has been greatly expanded. This is especially true in the
many retarder yards recently completed and presently under construction.
Many of these new yards use signal indication for controlling the movement of cars
to the hump, although radio is an adjunct in some of them. Humping is usually controlled
by a color-light signal at the crest of the hump, the aspects of which are repeated by
signals along the hump lead. One yard repeats the aspects of the hump signal in the cab
of the hump engine, where a change of aspect is signaled by a bell. Trimmer signals are
also in use for controlUng trimming operations and are usually interlocked with the hump
signals to prevent the humping of cars during these operations.
In many cases dragging equipment detectors are located on the approach hump lead
to warn the humpmaster. At least one yard uses a device to detect broken wheel flanges.
Retarder operators are usually informed by clearance indications when cars have passed
beyond clearance at the hump end of the classification yard.
422 Yards and Terminals
Various kinds of track occupancy and clearance indicators are in operation, especially
in receiving and departure yards. The indications may be shown on a panel at the nerve
center of yard operations.
Automatic Switching
The development of automatic switching in hump retarder operation has greatly
expedited the classification of cars. Automatic switching is accomplished through a control
mechanism usually placed at the crest of the hump, in which the final track disposition
of any car, or cut of cars, moving by gravity to the classification yard, is selected by
pushing a button on the control panel. The switches the car, or cut of cars, must pass
through are automatically positioned just ahead of the car as it passes from the crest
of hump to the classification track.
Automatic Retardation
Various devices have recently been developed for assisting the retarder operator to
control the speed of cars moving by gravity to the classification yard, thus providing
the maximum operating capacity with minimum damage to cars and lading.
In several yards an electronic-type speed indicator shows the retarder operator the
speed of cars moving under his control and assists him to reduce any error in judgment
in releasing cars for proper coupling speeds. In addition, the speed indicator provides
him with information for handling cars when visibility is poor.
In other yards the degree of retardation to be applied, and the speeds at which
cars are to be released from retarders, are pre-selected by the retarder operator. Car
speeds are measured and cars are released automatically at the pre-selected speeds. As
long as weight and rolling resistance characteristics are similar, the selection is left
unchanged and the operation is automatic.
In another yard a mechanism classifies the weight of cars in motion. These classifica-
tions are used to set the degree of retardation to be applied. Also, the speed at which
cars are to be released is pre-selected automatically in relation to the classified weights.
An electronic-type speed indicating device measures the car speed and the retarders
automatically release the car at the pre-selected speed. The retarder operator serves to
monitor the operation and take care of unusual conditions.
Another system measures the rolling resistance of a car as it moves from the hump
retarder to the group retarder. This measurement is used as an index of the resistance
to be encountered from the group retarder to tangent track in the classification yard.
Automatically, a releasing speed is selected sufficient to move the car through this
distance and arrive at tangent track at a safe coupling speed. The degree of retardation
is set automatically in accordance with weight classifications determined by a mechanism
which classifies the weights of cars in motion. The speed is measured by an electronic-
type speed indicator and the car is released automatically at the prescribed speed. The
retarder operator serves to monitor the operation and take care of unusual conditions.
Electronic Scales
The electronic scale is playing an increasing role in yard operation. Load cells,
incorporating resistance wire strain gages, form the load receiving element. One type of
electronic scale uses only load cells mounted to support the weigh bridge, and electrically
connected to the electronic recording apparatus. Another type mounts the load cells
between the weigh bridge and the lever system, resulting in weights from both electronic
apparatus and hand weigh beams. A third type is now being offered by one manufac-
Y ards and Terminals 423
turer and may be considered experimental. It involves the use of a conventional lever
system with an electronic weigh cell introduced into the steelyard rod.
Electronic scales are being used for both spot and motion weighing. Where scales
are placed on a 3 percent grade for motion weighing, it is necessary to use new methods
of indicating when a car is alone on the scale and ready for weighing. Both photo-electric
cells and a system of counting relays are in use.
Car Reporting Systems
Greater efficiency in the operation of freight terminals v/ith their ever-increasing use
of modern communications and equipment has been made possible by effective methods
of recording and reporting car movements. Teletype, in conjunction with card to tape
and punch card machines, is currently being used in many terminals. These machines
are being used to prepare switch lists, wheel reports, advance consists, arrival reports,
train reports, and car tags. This information has resulted in faster movement through
terminals, in addition to providing better traffic, car service, and accounting reports.
Another recent development applicable to car reporting systems is the introduction
of carrier systems which provide for multiple circuits over one pair of lines. They are
being used to relay information between terminals. These circuits include teletype, voice,
telegraph, etc.
Television
Several roads have experimented with television as a visual aid. The equipment
included devices for pickup, transmission, and viewing. These experiments have shown
that television can be used to secure car numbers, detect defects in cars, and give
yardmasters a view of yard operations.
Report of Committee 6 — Buildings
O. W. Stephens,
Chairman
CM. Angel
W. F. Armstrong
C. E. Booth
H. M. Booth
W. G. Burres
R. R. Cahal
T. S. Carter, Jr.
H. M. Church (E)
C. E. Close
J. S. Cooper
L. B. Curtiss
C. E. Defendorf
A. G. Borland
L. A. Durham, Jr.
V. E. Elshoff
T. J. Engle
R. L. Fletcher
D. W. Converse,
Secretary
C. S. Graves
J. W. Gwyn
W. G. Harding
A. T. Hawk (E)
J. W. Hayes
J. F. Hendrickson
K. E. HORNUNG
B. J. Johnson, Jr.
Earl Kimmel
M. L. Koehler
S. E. Kvenberg
L. H. L.AFFOLEY
N. C. LeClaire
LA. Moore
L. R. Morgan
G. A. MoRisoN
B. M. Murdoch
D. E. Perrine,
Vice Chairman
W. C. Oest
T. V. Pyle
C. L. Robinson
J. T. Rowan
A. B. Ryan
J. B. SCHAUB
J. J. Schnebelen
J. T. SCHOENER
E. W. Scripture, Jr.
E. R. Shultz
B. M. Stephens
R. C. TURNBELL
S. G. Urban
J. W. Wagner
J. W. Westwood
O. G. Wilbur
T. S. Williams
Committee
(E) Member Emeritus
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including recommended revisions page 426
2. Specifications for railway buildings.
Report on specification for 4.2-in pitch corrugated asbestos-cement siding
and roofing sheets and their applications, submitted for adoption and inclu-
sion in the Manual page 427
3. Shop facilities for diesel locomotives, collaborating with Electrical Section,
AAR, Committee 12, and Fire Protection and Insurance Section, AAR,
Committee 2.
Progress report, submitted as information with the recommendation that the
material be published in the Manual a year hence page 429
4. Wind loading for railway building structures.
Progress report, including recommended Manual revisions page 444
9. Air conditioning, collaborating with Electrical Section, AAR.
Final report covering air conditioning of railroad office buildings, submitted
as information page 445
The Committee on Buildings,
O. W. Stephens, Chairman.
AREA Bulletin 518, November 1954.
425
426 Buildings
Report on Assignment 1
Revision of Manual
D. E. Perrine (chairman, subcommittee), C. M. Angel, C. E. Booth, W. G. Burres, R. R.
Cahal, D. W. Converse, C. E. Defendorf, L. A. Durham, Jr., R. L. Fletcher, C. S.
Graves, J. W. Hayes, J. F. Hendrickson, M. L. Koehler, N. C. LeClaire, L. R. Mor-
gan, T. V. Pyle, J. B. Schaub, E. W. Scripture, Jr., B. M. Stephens, R. C. Turnbell,
S. G. Urban, J. W. Westwood, O. G. Wilbur.
Your committee offers the following recommendations with respect to the material in
its chapter in the Manual:
Pages 6-9-4 to 6-9-6, incl.
HOT ASPHALT MASTIC FLOORS
Reapprove with the following change:
Delete Art. 5. Mineral Aggregate, on page 6-9-S and substitute the following:
5. Mineral Aggregate
The aggregate shall be clean, durable limestone, trap rock, granite or air-cooled
blast-furnace slag uniform in quality, free from dirt, dust, screenings, soft stone or other
foreign matter. It shall be broken as nearly cubicle as possible, rough surfaced and sharp
angled, and shall be of compact texture and uniform grain. The size and grading shall
be as specified in Art. 6, this specification.
The aggregate shall be subject to abrasion and toughness tests conducted by the
engineer in accordance with current ASTM Methods of Tests, designations D2 and D3.
Requirements shall conform to current ASTM specifications for stone and slag.
Pages 6-2-1 to 6-2-3, incl.
EXCAVATION, FILLING AND BACKFILLING
Reapprove with the following change:
Delete Art. 6. Soil Test, on page 6-2-2 and substitute the following:
6. Soil Test
Soil tests shall be made before any foundation work is placed. Foundation soils, ex-
ploration and tests shall conform to current specifications as outlined in Physical Proper-
ties of Earth Materials, Part 1, Chapter 1 of the AREA Manual.
Pages 6-5-1 to 6-5-5, incl.
STRUCTURAL STEEL
Reapprove with the following change:
Delete Art. 5. Wind Load, on page 6-S-4 and substitute the following:
5. Wind Load
Wind load requirements shall be based upon the current American Standards Asso-
ciation recommendations for minimum wind load requirements.
Buildings 427
Report on Assignment 2
Specifications for Railway Buildings
S. E. Kvenberg (chairman, subcommittee), C. M. Angel, H. M. Booth, W. G. Burres,
R. R. Cahal, C. E. Close, D. W. Converse, L. B. Curtiss, R. L. Fletcher, M. L.
Koehler, B. M. Murdoch, D. E. Perrine, C. L. Robinson, J. J. Schnebelen, J. T.
Schoener, E. W. Scripture, Jr., R. C. Turnbell, J. W. Wagner, 0. G. Wilbur.
Your committee submits the following specification with the recommendation that
it be adopted for inclusion in the Manual at the end of Part 10 — Roofing and Siding.
SPECIFICATION FOR 4.2-IN PITCH CORRUGATED ASBESTOS-
CEMENT SIDING AND ROOFING SHEETS AND
THEIR APPLICATIONS
1. General
The contractor shall furnish all labor, material, tools and equipment needed entirely
to complete the application of asbestos-cement corrugated siding (and/or roofing) as
called for on the drawings and as directed by the engineer in charge.
2. Approved Characteristics of Sheets and Accessories
Asbestos-cement corrugated sheets and accessories shall conform to current ASTM
Specifications designation C-221, and shall have the following characteristics:
a. Pitch of corrugations: 4.2 in.
b. Depth of corrugations: IJ/2 in.
c. Approximate thickness of sheets: ^ in.
d. Width of sheets: 42 in or 10 corrugations.
e. Length of sheets: Multiples of 6 in up to 12 ft.
f. Minimum possible curved radius of sheets with arc parallel to length: 60 in.
g. Minimum possible curved radius of sheets with arc parallel to width: 48 in.
h. Square corners on sheets for staggered joint construction.
i. Clipped corners on sheets for straight joint construction,
j. Ridge roll: ^ round, 3^-in radius, 4 to 12 ft long, % in thick,
k. Ridge roll joint battens: 6 in long, ^ in thick, 3-in radius.
1. Corner roll: 6 by 6 in bent to 3-in radius, 8 ft long, % in thick,
m. Corner roll joint battens: 6 by 6 in bent to 35^-in radius, 6 in long, % in thick.
3. Approved Fastenings
a. Corrosion-resistant lead-head bolts.
b. Corrosion-resistant round-head stove bolts.
c. Galvanized, lead-head drive screws.
d. Galvanized clips.
e. Galvanized toggles.
f. Other types furnished by the manufacturer shall be approved by the engineer.
4. Storage
Sheets and all accessories are to be kept clean and dry. Sheets are to be piled on
firm, level supports spaced on approximately 12-in centers and extending full width, and
are not to be piled to a height exceeding 18 in. If sheets are delivered strapped, they are
not to be unstrapped until ready for application. Asphalt closure strips are to be stored
in a horizontal position.
428 Buildings
5. General Construction
a. The minimum roof pitch shall be 3 in. In heavy-snow country, 4 in.
b. The side lap on both roofing and siding shall be one corrugation.
c. The end lap on both roofing and siding shall be not less than 6 in.
d. The roof purlin spacing shall be not greater than S4-in centers. In heavy-snow
country, 4S-in centers.
e. The side girt spacing shall be not greater than 66 in.
f. Sheets must be of proper length so that all end laps will occur over a purlin or
girt and so that fasteners at ends of sheets will pass through both upper and
underlying sheets. Fasteners must be tight against the back of purlin or girt.
g. Clips shall be spaced on approximately 18-in centers on main body and on
approximately 12 -in centers along all eaves and ridges.
h. Drive screws shall be placed on approximately 12-in centers.
i. Side lap bolts shall be spaced one in each side lap midway between purlins or
girts on spans up to 4 ft, and 2 bolts evenly spaced on greater spans.
j. Washers shall be used wherever the head (except lead-head bolts) or nut of
fasteners comes in contact with the asbestos-cement sheets or accessories.
k. Bolts and drive screws (except lead-head) shall be adequately covered on the
weather side with gray asbestos roof putty or with a heavy coat of white lead.
1. For general purposes, flashing material will be either 4-lb chemical soft lead or
2^-lb, 6 percent antimonial lead. Expansion joint material will be either 3-lb,
6 percent antimonial lead or 16-oz soft-rolled copper,
m. Sheet lead with a bending radius greater than the thickness of the metal must
always be provided, and provision must be made in fastening of the sheet lead
for a coefficient of expansion 2% times greater than steel.
n. Flashing and ridge roll lying crosswise of the corrugations must rest on a suit-
able type asphaltic closure strip so that a proper weather seal is provided be-
tween the corrugated sheets and the flashing or ridge roll.
6. Roof Application
a. The first or eave course of sheets shall be laid to a guide line stretched along the
entire length of the building. This line is to be placed at a point corresponding
to the eave or overhang of roof.
b. Sheets shall be applied strictly in accordance with the manufacturer's instruction
sheet accompanying the materials outlining procedures for either straight or stag-
gered joint construction.
c. Asphaltic roof putty shall be laid in all side and end laps of roofing sheets only,
using approximately 5 lb per 100 sq ft of roof area. This putty shall be spread
evenly over ridge only of end corrugation in vertical laps and near head of under-
lying sheet in horizontal laps.
d. At gable ends, sheets must not overhang ends of purlins more than 2 corruga-
tions, and an overhang within the limits of 6 to 9 in will be maintained at the
eaves.
e. Holes must be drilled for bolt fastening always in high part of corrugation, ^h in
oversize for lead-head bolts and exact size for stove bolts.
f. Material piled on the roof during construction will be placed so that the load is
borne entirely by framing members. Workers must always walk over framing
members and on planks and chicken ladders, particularly when roof deck is wet,
as the material becomes slippery.
Buildings 429
7. Siding Application
Generally the same as roofing except that laps are not cemented. It is necessary to
make special provision for holding sheets in place until the fasteners are installed. Sheets
must be kept back 1 in from corner on each side for proper seating of corner roll. Where
siding is placed horizontally, voids between corner roll edges and corrugations of siding
must be thoroughly caulked with gray asbestos roof putty.
8. General Conditions
All materials entering into the work and all methods used by the contractor shall
be subject to the approval of the engineer in charge, and no part of the work will be
considered as finally accepted until all the work is completed and accepted.
The General Conditions as given in Part 1, this Chapter, shall be considered to
apply with equal force to this specification.
Report on Assignment 3
Shop Facilities For Diesel Locomotives
Collaborating with Electrical Section, AAR, Committee 12, and Fire
Protection and Insurance Section, AAR, Committee 2
J. W. Haves (chairman, subcommittee), W. F. Armstrong, C. E. Booth, H. M. Booth,
T. S. Carter. Jr., J. S. Cooper. C. E. Defendorf, A. G. Borland, V. E. Elshoff. T. J.
Engle, J. W. Gwvn, W. G. Harding, K. E. Hornung, B. J. Johnson, Jr., L. H.
Laffolev, I. A. Moore, L. R. Morgan, G. A. Morison, W. C. Oest, T. V. Pvle, C. L.
Robinson, A. B. Ryan, E. R. Shultz, J. W. Westwood, O. G. Wilbur, T. S. Williams.
The committee presents as information the following recommended practice with
respect to shop facilities for diesel locomotives, looking to submitting this material for
adoption and inclusion in the Manual one year hence. This report is taken in part from
previous reports of the committee on this assignment which appear in the Proceedings.
Vol. 44, 1943, page 235; Vol. 46, 1945, page 87; and Vol. 51, 1950, page 230.
SHOP FACILITIES FOR DIESEL LOCOMOTIVES
1. General
With the accelerated trend toward dieselization on most railroads throughout the
country, the provision of adequate facilities to lepair and service the diesel locomotive
units used for road and switching service has become essential.
There have been various schools of thought as to what facilities and processes are
necessary for the proper repair and servicing of various diesel units, and although they
vary considerably, they are all similar in many respects.
2. Building Arrangement
Generally, a diesel repair shop comprises a structure (either new and specifically
designed for the purpose, or existing and converted for the purpose) , into which diesel
units are brought for heavy repairs or periodic maintenance. In some cases the same
shop may also be used for servicing and the making of running repairs. When planning
a new building, it is preferable to select a rectangular-shaped building equipped with
through tracks or stub tracks, or a combination of both.
-!.^0 Buildings
The size and arrangement of a diesel shop and the number of tracks, as well as
equipment of the various shops, differ on various railroads, depending to some extent
on the number of diesel units in service and the policy of the particular railroad.
At the present time the trend in many instances is to consolidate the various shop
and repair processes used in conjunction with the repairing and servicing of diesel loco-
motives in one large building, and it may be expected that there will be found within
the diesel repair shop various shop or repair facilities, such as machine, electrical parts,
wheel, engine, steam generator boiler, tin, pipe, air brake, welding truck, battery, plumb-
ing, filter cleaning, storeroom, lube oil storage, dispensing room, tool room, etc.
Elevated platforms should serve all tracks in the running repair bay, and separate
areas or rooms should be provided for the wheel shop, battery shop, paint room, engine
overhaul shop, filter and parts cleaning room, electrical shop, parts reconditioning room,
air-brake room, store room, tool room, and office. The locker room, lunch room, and
toilet facilities, as well as space for lube oil storage and water facilities, should be located
on the lower level.
3. Overnight and Weekend Diesel Housing
In many instances small metal buildings are constructed at outlying locations to
provide overnight and weekend parking or storage. In some cases pits and jacking pads
are provided for making miscellaneous light repairs.
4. Equipment
In various large shops there may be found elaborate and expensive equipment, such
as drop tables, body-holding devices, overhead cranes, wheel truing machines, meggers,
ductors, surge comparison testers, electracers, magnaflux machines, magnaglow machines,
special machine tools, automatic wheel lathes, varnish impregnating vats, electric bake
ovens, degreasing machines, governor and injector testing equipment, electric arc-welding
machines, oxyacetylene cutting and welding equipment, paint-spraying equipment, air-
brake testing equipment, battery chargers, etc. It should also be noted that in some cases
where space is available, these functional shops may also be used as the system shop,
doing work on other than diesel locomotive equipment; likewise, some railroads continue
to maintain separate shop buildings for some shops.
5. Fire Protection
Diesel shops should be built of fire-resistant materials throughout. Where economy
in the initial investment makes necessary the use of existing frame buildings, these
should be provided with reinforced concrete floors and platforms, and the superstructure
should be coated with fire-retardant paint.
Ventilating hoods in servicing areas where most engine testing is done, as referred
to in a following article on Heating and Ventilation, also serve to preclude the deposit of
residue from the exhaust fumes of diesels on flammable roof construction, thus reducing
a possible fire hazard. These hoods should be of fire-resistant construction and, where
possible, equipped with steam jets to facilitate cleaning. Their use will minimize the
necessity of fire-resistant painting.
The introduction of the general-purpose shop with one large building brings with it
the introduction of additional fire hazards, which should be adequately guarded against
from the fire prevention stand point. Good practice indicates that serious hazards should
be safeguarded by the provision of separate cut-off enclosures to prevent any serious
spread of fire, and enclosures should preferably be provided for lube oil storage tanks
Buildings 431
and pumping equipment, boiler room, battery repair and charging rooms, locker and wash
rooms, filter cleaning room, paint storage room, as well as any other areas containing high
fuel values or hazardous processes. In some case' it is desirable to provide curtain walls
to divide large ceiling areas into cells as a means of controlling and confining fire, and
also to provide separate enclosures for engine parts repair and injector servicing to make
the rooms free from soot and smoke.
Special precaution should be taken against personnel suffocation which may pos-
sibly be encountered in the use of certain types of hand extinguishers and automatic
flooding devices, such as automatic carbon dioxide flooding system, automatic spray
sprinklers, high pressure fog systems, automatic foam systems, automatic dry chemical
devices, etc. Notwithstanding the provision of enclosures for areas of serious hazards,
there remains the large area with its numerous general hazards, such as oxyacetylene
welding processes, electric arc-welding processes, spray touch-up painting, electrical equip-
ment, varnishing, and insulation, all of which should be adequately protected by suitable
extinguishers supplemented by fire hose and combination nozzles where indicated by the
circumstances. In some cases portable 6-ft, or longer, pipe-mounted fog nozzles have
proved very satisfactory.
Consideration should be given to the proper collection and venting of fumes and
vapors from hazardous areas or operations as an alternative to providing separate
enclosures for these areas and processes, since enclosures within a shop facility will
impede normal shop operations and work flows, as well as the delivery of materials,
parts, etc. Velocities for exhaust should comply with requirements of state codes to pre-
vent the spread of hazardous fumes and vapors. The collection of fumes should be made
by means of high-velocity type hoods, the fumes to be exhausted directly outside the
building in accordance with code requirements. Approximate velocities should be 300 to
SOO ft per min.
6. Heavy Repair, Running Maintenance
Diesel locomotive repairs can be divided into two general classifications: heavy repair
and running maintenance. The diesel shop falHng within the classification of a heavy
repair shop is one equipped to handle all phases of diesel locomotive repair and overhaul.
The running maintenance shop is one limited to normal terminal servicing and such
operations which would not require heavy hoisting equipment and extensive tool layout.
7. Heavy Repair Shop Planning
The primary consideration in diesel shop planning is that tracks be parallel, and it
is recommended that those tracks which are to be assigned for terminal servicing or run-
ning be through tracks. It is a basic consideration that the diesel locomotive be serviced
on a production-line routine, with all sanding, fueling, watering and washing being accom-
plished on the tracks adjacent to lead tracks to the shop building. When a locomotive
enters the building for the inside inspection, lubrication and minor repairs, other units
follow onto the approach tracks for the outside operations. With running maintenance
servicing tracks extending through the building, the serviced locomotive can be taken
out of the shop without any interruption to the flow of locomotives following through
the servicing operations.
8. Inspection Pit and Servicing Areas
It is generally agreed from experience in inspection and servicing that the "between
run" servicing operations can best be performed on the inspection pit, served by both a
depressed floor and a high-level floor, or working platform. Inspection pit details vary,
432 Buildings
but a depth of 4 ft below the top of rail seems to be generally accepted. The pit length
should be from 10 to 25 ft greater than the overall length of the longest locomotives to be
serviced. Consideration should be given to the installation of jacking blocks or pads to a
point 7 ft from the center line of track. The same should be provided wherever body
jacking is performed. Also, jacking pads should be provided wherever journal boxes or
trucks will be jacked. Jacking pads could be narrower than the 14 ft width recommended
for body jacking.
Drainage should be provided either by floor drains or by sumps located at proper
intervals along the length of the pit. The pit walls of reinforced concrete are either
carried to the height of base of the rail or to the level of the depressed floor area, with
columns extended to the height of base of rail for track support. The latter detail is pre-
ferred, since it affords a positive method of draining the floor (crowned at the center into
the pits), as well as an aid in pit lighting and of providing access into the pit along its
entire length. The distance between centers of parallel inspection pits varies from 18 to
26 ft. This distance is established by the desired width of the high-level working plat-
forms, except when a release track is introduced between pits requiring a minimum of
approximately 23-ft track centers. The rail on inspection pits should be of a heavy sec-
tion, preferably new.
The depressed floor along the inspection pits places the mechanic at proper height
with the locomotive for inspection and making repairs to trucks, braking systems and
other underbody equipment. The elevation of this depressed floor area varies from 2 ft
6 in to 2 ft 11 in below the top of rail on the inspection pits. The floor should be well
drained and constructed with a surface that is easily cleaned. The recommended slope is
^ in per ft.
In some instances continuous trough floor drains, covered by cast iron grating in
3 -ft sections and served by floor drains at approximately 60-ft centers, are installed to
insure dry pits.
Anti-slip materials are recommended on inclines and steps. Special precautions should
be taken in connection with the preparation of concrete floors in battery shops or other
acidic areas, such as steam generator washout locations, to prevent deterioration of these
floors.
Elevated platforms in the area between adjacent servicing tracks, as well as along
the outer sides of these tracks, are generally agreed to be a necessary faciUty in the diesel
locomotive running maintenance shop. The height of the platforms with respect to the
top of rail is most generally 4 ft 8 in to 4 ft 11 in with some constructed at S ft 6 in.
The distance from edge of platform to center line of track must be held to the minimum
of S ft 6 in or as otherwise necessary for the proper clearance of the equipment to be
served. It is recommended that platforms be constructed of noncombustible material,
usually consisting of steel columns and beams or of reinforced concrete.
There has been some discussion of the apparent trend toward narrower platforms,
approaching the minimum widths that will permit two material-handling trucks or
transporters to pass. This trend seems to be brought about by the fact that wider plat-
forms allow materials and parts to be left on the platforms when they should be moved
to repair areas, stores or scrap for better housekeeping. Where repair areas are not
located on or under platforms, suggestions have been made that track spacing might be
reduced to 18 ft 6 in between track centers, except where there are columns which
would make it necessary to increase platform widths sufficiently that track centers would
have to be widened to approximately 21 ft.
Buildings 433
Platforms should be provided with removable handrails along all edges, consisting
of either pipe or a combination of pipe supports with chains between them. Access to
the working platforms from the normal top-of-rail lev'el floors and depressed level floors
should be provided by means of stairs and ramps at the ends and at intermediate points.
Access from one platform to another is most desirable, and can be accomplished by
means of bridges. Such bridges must be removable and can be a simple form of gang-
plank, set into place and removed with a lightweight, motorized, monorail hoist.
There is also manufactured an elevator-type bridge having rails in its floor, which
can be depressed into the inspection pit when necessary to move locomotives past the
line of platform bridge crossing.
Electrically operated crossover bridges are by far the best means of inter-platform
communication, but their control should be interlocked with the door-operating mecha-
nism to avoid the possibility of accidents.
9. Overhead Cranes
As the nature of operations in repair areas requires handling various components,
the overhead crane is an essential facility, and the following suggested capacities and lift
heights should be given consideration:
Above prime mover overhaul and assembly areas, if prime movers are set on
dollies under a heavy crane and rolled into and out of the overhaul area:
V/i ton, 12-ft lift above floor.
Above maintenance tracks, including depressed floor and pit tracks with elevated
platforms:
2-ton, 20-ft lift above top of rail.
Above maintenance and repair tracks in a small shop handling both maintenance
and repairs:
If axle-mounted wheels and traction motors will be handled separately, in addi-
tion to other parts:
5-ton, 24-ft Hft above top of rail, to permit lifting larger components out of
units.
If an assembly consisting of traction motor wheels, axles, and roller-bearing
journal boxes will be handled as a unit:
10-ton, 24-ft lift above top of rail, to permit lifting main generators and
other large components out of unit.
If locomotive body will be jacked and truck work handled by lifting one end
of truck only:
20-ton, 24-ft lift above top of rail.
*If prime movers are to be lifted out of units:
30-ton, 30-ft lift above top of rail.
*If complete trucks are to be lifted:
40-ton, 30-ft lift above top of rail, assuming the same crane will also be used
for lifting prime movers out of units.
*If one end of body is to be lifted without trucks attached:
60-ton, 30-ft lift above top of rail, assuming the same crane will also be used
for lifting prime movers out of units.
* These crane capacities and lifts are also suitable for repair or "back" shops whether or not
associated with maintenance and light repair facilities.
434 Buildings
*If one end of locomotive is to be lifted with the trucks suspended therefrom:
100-ton, 30-ft lift above top of rail; or 36-ft hft above top of rail if loco-
motives are to be lifted over each other using two 100-ton cranes, one at each
end of the unit.
*If complete locomotives are to be lifted with trucks suspended therefrom:
200-ton (One crane with two 100-ton trolleys), 36-ft lift above top of rail if
locomotives are to be lifted over each other.
Many of the above crane capacities and lift heights can be reduced if careful check
is made of the locomotives to be handled, since the figures shown are intended to cover
the largest and heaviest diesel locomotives now in service.
If allowance is to be made for future types of motive power, including the gas
turbine-electric, etc., certain of the above capacities should be increased considerably. As
the most costly units are the larger cranes, some railroads are purchasing their larger
cranes with SO percent greater capacity than indicated above to allow for future con-
tingencies, since the price difference usually is proportionally less than the increase in
capacity.
10. Truck Replacement
For changing out wheels and trucks, transfer pits, jack and drop tables are used.
Drop tables with spacer posts, using either electric or hydraulic hoisting and racking
motive power, have become the most generally accepted equipment for the truck-
changing operation. Requirements as to the capacity of the drop table are dependent
upon the locomotives to be serviced. Most generally those of 100-ton capacity are used
to service freight and passenger locomotives, as well as switchers and road-switchers.
Table tops 18 ft in length are required for 4-wheel trucks, and tops 22> ft 6 in long for
6-wheel trucks. In some instances tables 26 ft wide have been installed.
Numerous railroads are using drop tables approximately 6 ft 6 in long for exchang-
ing individual wheel pairs, with or without traction motors. Some of these are installed
separately and others in combination with drop tables or transfer tables of sufficient
length to permit handling complete trucks.
Release tracks should be provided and arranged between each pair of tracks; i.e., in
a 4-track shop, release tracks should be provided between tracks 1 and 2 and between
tracks 3 and 4. Such an arrangement will avoid the necessity of lowering the table, its
top and truck below another table top to reacjh the release track, and a drop table pit
depth of 8 to 10 ft will be sufficient. On the other hand, the deep drop pit may cost less
than the additional building width required by more than one release track, and shop
operations may be more economical if the space between working tracks is clear instead
of filled with wheels and trucks.
The cost of truck and wheel storage in tunnels should be compared with the cost
of additional trackage, if sufficient area is available for that trackage at ground level.
With any other release track arrangement, a truck must be lowered below an adjoining
table top, necessitating a pit depth of approximately 16 to 18 ft, thus increasing the
cost of installation.
Necessary for use with the drop table is the body support, either a box girder above
the floor, or a box girder below the floor, with only a post-type support above the floor.
With drop tables more than 23 ft in length the body support rests should have longi-
tudinal adjustment, as fixed-center rests will result in placing the second truck of certain
locomotives on the table top. The investment in the installation of drop-table hoisting
Buildings 435
equipment and body supports can be justified at those points where major diesel loco-
motive servicing and repair work are done on enough units to effect savings in labor as
well as in the time of returning locomotives to service. At those terminal points where
locomotives are only serviced and turned, there may be occasion for truck removal as an
emergency measure. At such locations jacks or side release table should be provided for
truck removal and repair.
11. Truck Servicing and Repairs
Servicing and repairs to trucks are made in a systematic manner, usually in an area
somewhat removed from the area in which the locomotive is serviced. Such an area
should be provided with a truck washing platform for cleaning prior to the overhaul.
Facilities for steam cleaning and use of detergents should be provided. The truck is dis-
mantled and various pieces of equipment are removed to areas provided for specialized
servicing and repair. The traction motors are transferred to the electric shop, air-brake
cylinders to the air-brake shop, wheels to the wheel shop; also, wheel truing installations
for turning down locomotive wheels without their removal from truck are being used
successfully in many shops. Lathe units are also used to mill wheels without removing
the trucks from diesels. Many of the truck repair operations can be handled in facihties
which may already be available in the railroad terminal.
12. Electrical Shop
Shops should be provided for the servicing of electrical equipment to the extent of
disassembling, inspecting, and reassembling traction motors and generators. Special
machines in the electrical shop should include a lathe for turning down commutators, bak-
ing oven, corn blast cleaning unit, balancing machine, and testing equipment. All cleaning
fluid should be of a non-hazardous type with a suggested flash point not lower than
that of kerosene. Approved dip tanks and similar accessories should be used to minimize
the risk of fire.
13. Engine Repair Shop
The engine repair shop is primarily for dismantling and reassembling engines, which
operations are accomplished most satisfactorily in an area separated from the main shop.
The room should adjoin an area served by an overhead crane, from which an engine
can be set on a "dolly" and wheeled into the engine shop. As the engine work requires
the handling of heavy parts, hoisting equipment of adequate capacity is required. A small
pit is desirable on each side of the engine assembling track, 2 ft 8 in wide, 2 ft 6 in to
2 ft 9 in deep, and 35 ft long between stairs at each end.
14. Small Parts Reconditioning Shop
The small parts shop should be equipped with valve grinders, resurfacer, grinding
and buffing wheels, small press, drill press, small lathe, liner hone, magnaflux machine,
magnaglow machine for valves, small monorail hoist for handling heads, work benches,
tool cabinets, etc. An adequate number of electric and air outlets should be provided, as
well as outlets for oxygen, acetylene and natural gas.
15. Filter and Parts Cleaning Room
It is important that this room, or building, be isolated from other areas, since the
steam and moisture from the cleaning tanks is most injurious to finely machined engine
and electrical parts exposed in overhaul operation. Ventilating hoods should be placed
over the cleaning vats. Walls or ceiling areas exposed to cold temperatures should be
436 Buildings
insulated to prevent condensation from moisture-laden air. Overhead cranes or hoists
should be provided for transferring filters and parts through the various vats, drying
ovens, oilers, etc. Attention should be given to providing adequate floor and equipment
drainage; that is, carried through an oil separator before discharging in the sewer system.
A centrifugal-type filter cleaning unit is recommended as the latest development for con-
siderable space saving and faster cleaning. This machine cleans and re-oils filters of all
sizes in one cycle of operation. Portable trucks specially designed for filter accommoda-
tion are preferable. Caustic tank should be located outside of the building to permit the
removal of grease and paint from the large parts which cannot be accommodated in the
parts cleaning shop.
16. Store Room
The store room should be located at elevated platform level to suit incoming deliv-
eries at car-floor height and issued to platforms where many replacements are made.
The purchasing and stores division should be consulted as to direct area requirements in
this connection.
17. Door Openings
The clear openings of entrance doors should be not less than 14 ft in width and
17 ft in height. Local codes covering clearances are to be followed in determining
dimensions.
18. Doors
Doors should be electro-galvanized as well as painted material. They should be
easily operated, fit snugly, and be easily repaired and maintained. If overhead steel roll-
ing doors are used, they should be kept painted periodically and should be motor oper-
ated. Provision for hand operation should be made in case of power failure or breakdown.
Fire doors on any opening in walls should be so built as to warrant classification as
a fire wall.
19. Windows
Windows should be of steel or aluminum, with sash operators.
Glass block should be either light-direction or light-diffusion types.
20. Walls
Walls should be of brick and steel, brick and reinforced concrete, structural steel
and insulated (protected metal), cement asbestos, galvanized steel, aluminum or concrete
block in combination with reinforced concrete; such walls should be carefully examined
to ascertain that all fire requirements are met so as to provide full protection.
21. Roof
Steel purlins with fireproof deck should be used where possible. Built-up roofing
should be installed with 20-year bond as required.
22. Heating and Ventilation
The problems involved in heating and ventilating diesel shops are those of removing
the exhaust gases from locomotives on test and tune-up, replacing combustion air con-
sumed by the engines with tempered fresh air, and the replacement of heat loss through
the building.
Buildings 437
At an outlying terminal, where one particular type of diesel locomotive may be
housed and serviced, a simple type of telescopic stack fitted with a rain hood or syphon
ventilator may be provided for each exhaust port of the locomotive. When engines are
to be run while in the house, the stacks are extended to cover the exhaust port, the
exhaust having sufficient velocity to expel itself. Unit heaters, generally used for heating
such buildings, can be provided with a duct having an outside air intake and adjustable
damper for either introducing 100 percent fresh heated air or 100 percent recirculated air.
The problem becomes a challenge in terminal shops where locomotives to be serviced
and repaired are of many types and different manufacture. The individual exhaust stack
is no longer practical, and the problem is one of providing a mechanical ventilating sys-
tem. If the overhead crane does not operate in the servicing area in which most engine
testing is done, it is possible to provide hoods on the center line of each track and, by
means of power eidiaust units, collect the gases close to the source and expel them from
the building. Another method of providing ventilation in service areas, as well as high
crane bay areas, is to install power exhaust units in proper locations throughout the
roof deck, and power-driven heater intake units in the wall areas to temper the fresh air
and balance the exhaust units. Intake and exhaust units should be as widely separated as
practicable to avoid ''short circuiting" the fresh air to exhaust units. In connection with
the latter, roof areas should be divided into cells by facing one side of roof trusses with
asbestos-cement board or sheet metal, the cells confining the gas to an area served by
individual exhaust units, permitting operation of individual ventilators as required. In
any case, the exhaust gases must be removed before they cool and settle of their own
weight.
The heated fresh air supply should be introduced by large units specifically designed
for this purpose, and air should be introduced at the lowest point practicable, or, if ele-
vated, the intake air should be deflected by fins downward to aid in the movement of
air upward and outward through the roof ventilators. The air supply should be widely
distributed at the lowest possible velocity to avoid discomfort to mechanics working on
the lower floor and platform levels. Inspection pit heating for employees' comfort and
defrosting the undersides of the locomotives is an important consideration.
In addition to fresh air introduced into the building to replace that consumed by
engine combustion and exhaust units, space heating units to off-set natural building heat
losses must be installed to heat the building when the exhaust supply ventilation system
need not be operated.
In some instances continuous exhaust ducts are fitted over each service track, run-
ning the full length of the pits, with motors operating exhaust fans installed at 30 to
40-ft centers exhausting through the roof deck. These fans are automatically controlled
by thermostats located in the ducts which cut in and out at pre-determined temperature
settings. A manual-start one-minute arrangement is also incorporated. Hoods are
constructed of asbestos-cement board or sheet metal mounted on a steel frame.
The repair shop is fitted with similar exhaust units mounted on the roof deck with-
out a duct system. They are either manually or automatically controlled as required.
Heating is by a composite system with a forced warm air suppUed to service pits,
supplemented by unit heaters along the walls of the building and over large doors.
As a result of tests conducted by the U. S. Department of Interior, Bureau of
Mines, in the Cascade Tunnel of the Great Northern Railway during October 1944, valu-
able data were obtained for the calculation of a diesel shop ventilating system. The diesel
locomotive used in the test was an EMD S400-hp 4-unit freight locomotive, and gas
samples of engine exhausts were taken at idling speed (275 rpm), ^ speed (650 rpm),
438 Buildings
and full engine speed (800 rpm). The test developed that 0.3 75 lb of fuel is consumed
per hp-hr and 434.4 cu ft of exhaust gas is produced for each pound of fuel consumed.
The scavenging and intake air supplied through blowers was 4.27 cfm per hp. Inasmuch
as horsepower will vary as the speed, the base horsepower at idling speed (275 rpm) will
be 0.344 of full speed (800 rpm) horsepower. Samples of exhaust gases taken at the
exhaust outlets developed the following:
Composition of Samples (Percent of Volume)
Oxide of
Nitrogen
Engine Carbon Carbon Hydra- (Parts per
Operaton Dioxide Oxygen Monax. Carbons Nitrogen Million)
Full throttle (800 rpm) 6. 52 11.93 0.20 0.06 81.29 1117
H (650 rpm) 4.52 14.83 0.03 0.00 80.62 936
Idling (275 rpm) 0.68 19.98 0.01 0.00 79.33 145
The following is a typical calculation to determine the building exhaust requirements,
similar calculations to be carried out for the maximum number of locomotives which will
run in the shop at one time. In idling one 3-unit 6000-hp diesel, the total engine exhaust
gases would be
6000 X 0.375 X 0-344 X 434.4 ^ ^^^^ ^^^
60
As the ventilation system must satisfy either code regulations or accepted good
practice, consider a typical code requirement which allows 10 percent exhaust gas con-
centration or 10 parts per million of oxides of nitrogen concentration. To satisfy the
limit of 10 percent exhaust gas concentration would require dilution with fresh air of
10 times the exhaust volume, or approximately 56,(X)0 cfm. The governing factor is in
reducing the oxides of nitrogen concentration to less than 10 parts per million. From
previous exhaust gas analysis we find the existence of 145 parts oxides of nitrogen at
idling speed requiring 15 times the volume of fresh air, or approximately 84,000 cfm
exhaust.
It will, of course, be necessary to supply heated outside air to supply combustion
air, as well as to replace the air exhausted (determined above) . The combustion air
requirements for the 6000-hp diesel will be as follows :
4.27 X 0.344 X 6000 = 8808 cfm
The 84,000 cfm exhaust plus the 8808 cfm air consumed in combustion requires a
minimum of 92,000 cfm supply air.
Any method which removes at least a portion of the locomotive exhaust gases from
the shop building while they still are in concentrated form, i.e., before they fully dis-
perse into the total volume of air in the shop, will reduce the air changes necessary to
keep concentration requirements within recognized limits.
Because of the limited amount of time allowed for the servicing of diesel loco-
motives, it is not possible to allow engines to cool off, and mechanics working inside a
locomotive are often subject to considerable discomfort from engine heat and fumes.
Portable fans may be arranged to circulate air through the engine room to provide better
working conditions for the maintenance crews.
23. Painting
The diesel locomotive shop petmits use of an entirely different color scheme for
interior painting than would be considered practical in roundhouses and shops for steam
power. For the greatest amount of light reflection, the painting may be of pastel shades
Buildings 439
consistent with the theory of color dynamics. Hand rails, stairs, crane hooks, and obstruc-
tions should be painted bright colors which will be "eye arresting" to the safety hazards
which such objects may present. Piping should be painted distinct identifying colors to
aid in preventing errors in locomotive servicing or building maintenance operations.
24. Lighting and Electrical Outlets
For servicing and repair shops functioning over a 24-hr period, the best possible
artificial Ugh ting system is a requirement of utmost importance. Every diesel shop being
of individual design, a report such as this can only suggest methods for artificial light-
ing and recommend intensities for the various areas of operations.
Recessed waterproof fixtures along the walls of the pits have proved successful in
providing illumination for inspection and repair under the locomotive. Lighting intensi-
ties of 20 to 30 footcandles are recommended.
Illumination of the sides of the locomotives and areas under the platforms can be
effectively done with angle-type fluorescent fixtures, with glass covers to protect against
dirt and moisture. Intensities of 30 to SO footcandles are recommended.
General illumination over the servicing and repair bay areas can be accomplished
by high bay incandescent or mercury vapor color-corrected lamps, or a combination of
both, sufficient to provide 20 to 30 footcandles intensity. Over the high platforms and
special service areas the same type of lighting, with intensities increased to a level of 50
footcandles, is suggested.
Suitable electric outlets of proper phase .should be located throughout the inspec-
tion pits, servicing and repair areas for extension cords to power tools, steam generator
washout machine, vacuum cleaners, welding machines, battery chargers, and other heavy-
duty tools.
Circuit breakers should be used in lieu of conventional fuses.
25. Lubricating Oil Supply and Drainage
Proper lubricating oil facilities are an important function of the diesel servicing
shop, as they make possible rapid oil changing and normal servicing, with the minimum
of expense in handhng the oil. Modern oil-handling equipment contributes to keeping
the premises clean and minimizes the fire hazards which usually result from old fashioned
methods of bulk handling oils. Provision for dispensing lubricating oil should also be
made in a heavy repair shop for refilling crank cases of locomotives following repair.
It is customary to keep each refiner's oil separate. This factor necessitates duplication
of storage faciUties for as many different kinds of oil as are to be used, consisting of
storage tanks, pumps, dispensing stations, etc. Storage tanks of such volumes as to per-
mit purchases in tank-car lots are recommended for the larger servicing and repair shops,
with pumps of suitable capacity, valved and piped to permit their use in unloading tank
cars and for distribution from the storage tank to the dispensing station.
All electrical equipment and motors should be of explosion-proof types, and pumps
should be controlled from the unloading and dispensing stations.
Oil dispensing stations located on the elevated platforms consist of separate hose
reels for each kind of lubricating oil, with SO ft of hose. Each dispensing station should
be located on approximately 100 ft centers, and the hoses provided with spring loaded
nozzles for quick-action control of oil flow. Meters may be provided to measure the
quantity of oil used in servicing locomotives. Such a dispensing system is of value in
adding small quantities of oil or in making complete oil changes. In some instances
lubrkating lines require heating.
440 Buildings
Oil drainage systems usually consist of a tank placed below the level of the inspec-
tion pits with connecting piping from the pits for gravity flow into the tank. Connec-
tions should be provided at intervals throughout the length of the pit for making hose
connections with the engine drain. The dirty oil is pumped from the gravity storage tank
into tank cars and returned to the reclamation plant.
In many instances forced oil drainage systems are preferred and are installed with
pumps of suitable capacity ; thus storage tanks are kept above floor level.
Portable drain and lubricating oil tanks on wagons of approximately 200-gal
capacity should be provided for servicing locomotives in the heavy repair areas not pro-
vided with the lubricating oil dispensing and drain oil systems.
26. Water Supply Systems
The recommendations of the Committee on Water, Oil and Sanitation Services, as
presented in Chapter 13, should be used as reference in this connection.
27. Related Facilities
As in the case of shop facilities for steam power, the diesel repair shop demands
certain related facilities which are vital to efficient operation and power functioning.
In order that repair parts may be readily available for maintenance, a store room
for mechanics and diesel parts should be established as an integral part of the diesel
shop facility. As the nature of store stock includes finely machined and finished parts,
the construction should be such as to provide a dry, dust-tight, well lighted, ventilated,
and temperature-controlled room.
An office area for the use of the diesel shop supervisor and his clerical staff should
be located adjacent to the main shop area for proper supervision and the maintaining of
servicing records, preferably on the same level as the working platforms.
Adequate locker, lunch, toilet and washing, heating and ventilating facilities should
be provided to meet the requirements, and so located as to be as accessible as possible.
Individual state codes covering sanitary facilities should govern ; however, the suggested
approximate minimum requirements for various fixtures are:
One individual water closet for every 20 employees or fraction thereof
One individual urinal " " 40 " " " "
One lavoratory " " 10 " " " "
One shower " " 20 " " "• "
Drinking fountains as required.
Buildings
441
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FLOOR PLAN OF HEAVY AND RUNNING REPAIR SHOP FOR DIESEL LOCOMOTIVES
PLAN OF LOWEIl LEVEL
wheel lathe
lolhe
bench
drill press
press
lathe
head and valve tools
■ grinder
filter pKg. rocks
filter storage
■ air filter cleaning epuipment
cleaning tank
iV' pipe post
lO'-o' ctrs for •
^"f emovoble
pipe roiling
boiler water
3diator wot
_ St e el slotted pipe
hangers— le" long-
lO'-O" ctrs
¥
^^-
ventilating.- — --^;^uct
c I eon lube oil
steam
dirty lube oil
iJCfl- vapor- proof light*
SECTION THRU PLATFORM
stoirway roiling
plaffoi
_, 4. , -platform
J-
^^~\
Ml
steel wortting platfoi
approx 30'-0" long-
onti- slip material.
roil pedestols l^slope f loor to pit
SECTION THRU PITS IN HEAVY AND RUNNING REPAIR SHOP FOR DIESEL LOCOMOTIVES
Rur-ning
Mointenonce Repoii
7-2 7-6
^
to fail level
Lower floor to roil
Lower floor to low Itvel pfm
Roll to hlQh level pin
Roil to crone hooK in"up"posi1
hoist copocity-
Width of low platfof
copocity- tons
Width of low Dlotform
iigh plotfor
Disionce t. to t. odio
Distonce t- to t. Qdjocent pits
20 volt receptociee
3 phose powe
Cleon lube oil outlet'
Dirty lube oil droins
□ ted rodiotor water
Buildings 443
Bibliography of Selected Articles on Shop Facilities
for Diesel Locomotives
The following bibliography of material pertaining to shop facilities for diesel loco-
motives is presented as information:
Railway Age
How the B&O Centralizes Freight Diesel Repairs Dec. 1952
Biggest Diesel Shop in Canada Dec. 1952
Diesels Take Over Another Steam Facility Nov. 1952
Heavy Maintenance Work on 192 Diesels May 1952
Shops and Equipment Jan. 1953
DSS&A Adds Diesel Shop to Engine House Jan. 1953
Using Standardized Buildings for Diesel Shops Mar. 1953
Diesels are Effectively Serviced in Converted Roundhouses Nov. 1953
Katy Converts Two Steam Shops for Diesel Shops June 1953
$90,000 Diesel Shop for the TP&MP Nov. 1953
Ontario Northern Builds Diesel Shop of Latest Design Nov. 1953
New S.A.L. Terminal at Savannah Nov. 1953
Diesel Shops of Latest Design Nov. 1953
Here is an All Purpose Electric Shop Dec. 1953
Grinder Used to Maintain Wheels Dec. 1953
New Rock Island Diesel Shop Dec. 1953
Survey of Repair Shops for Diesel-Electric Locomotives Copyright 1953
Railway Locomotives and Cars
The C&O Diesel Shop at Huntington Jan. 1953
B&O Changes Glenwood Shop Jan. 1953
N.P. South Tacoma Electric Shop Jan. 1953
Diesel Shop Problems Feb. 1953
Diesel Locomotive Cleaning Arrangement March 1953
High Production Air Filter Cleaning March 1953
Santa Fe Extends Shop April 1953
Drop Pit with Traction Motor Guide May 1953
Roundhouses Can Still be Useful June 1953
Diesel Shop Ideas July 1953
Report on Diesel Shop Repairs Aug. 1953
Santa Fe's Diesel Motive Power Aug. 1953
Seaboard Has Model Motor Shop Sept. 1953
Diesel Shop Pattern is Slowly Taking Shape Oct. 1953
M-K-T Converts WACO Back Shops Oct. 1953
I.H.B. Converts Gibson Terminal for Diesel Work Nov. 1953
Truck Disassembled in 30 Minutes Nov. 1953
Katy Converts to Diesels Dec. 1953
1Q53 Pre Convention Report — Locomotive Maintenance Ofjicers Association
Report of Committee on Diesel Shop Practices Page 75
Report of Committee on Diesel Shop Planning Page 119
Association of American Railroads, Operations and Maintenance Department, Electrical
Section of the Engineering and Mechanical Divisions
Repair Shops, Layover Facihties Outlying Points, Annual Report Com-
mittee 12 Page 75 1954
For 10 or less and 20 or less units— AAR—ES 1953 Page 337
Modern Railroads
Re-Group and Centralize Shops May 1951
Service Diesels for High Availability May 1951
444 Buildings
Rock Island Centralizes Diesel Repairs June 1951
Special Statistics Evaluate Diesels July 1951
C&EI Performance Improved by Dieselization July 1951
T.P.&W. Builds a New Tradition Sspt. 1951
Diesel Locomotive Specifications Oct. 1951
Converts to Diesels Nov. 1951
From Mule Teams to D'esels Dec. 1951
Overhaul Diesels in Record Time Jan. 1952
San Bernardino "Keeps 'Em Moving" Jan. 1952
Shop Ingeunity Does Its Part Too Jan. 1952
Diesels Haul 35 Percent of W.M.s Freight May 1952
Progressive Dieselization Under Way July 1952
Diesel Locomotive Specifications Sept. 1952
NYC Dieselizes Sept. 1952
Meet Challenge of Dieselization Oct. 1952
Half Million Horsepower in Diesels Oct. 1952
Barstow Grows with Dieselization Nov. 1952
Mo.Pac. Dieselizes K.C. Shops Dec. 1952
B.&O. Glenwood Diesel Shop Jan. 1953
ACL Modernizes a Busy Terminal Mar. 1953
Keep Time Sheets on Diesels April 1953
A Dieselized Southern Streamlines Facihties April 1953
W.P. StreamUnes Diesel Servicmg June 1953
Material Control Cuts In — Shop Time of S.P. Diesels June 1953
Diesel Survey June 1953
U.P. Completes Largest Diesel Repair Terminal July 1953
Wabash Prepares for Diesel Era Aug. 1953
Diesel Locomotive Specifications Sept. 1953
New Phase of Dieselization Sept. 1953
Periodic Maintenance Keeps Diesels Rolling Dec. 1953
New Era for Santa Fe Shops Dec. 1953
Motive Power — Cars — Shops Jan. 1954
Now An Ultra-Modern Railroad Electric Shop Feb. 1954
Coast Line Develops Production Shops May 1954
Report on Assignment 4
Wind Loading for Railway Building Structures
C. E. Defendorf (chairman, subcommittee), J. S. Cooper, L. B. Curtiss, T. J. Engle,
W. G. Harding, J. W. Hayes, K. E. Hornung, I. A. Moore, G. A. Morison, B. M.
.Murdoch, J. T. Rowan, A. B. Ryan, J. B. Schaub, J. J. Schnebelen, J. T. Schoener,
E. R. Shultz, J. W. Wagner, O. G. Wilbur, T. S. Williams.
Your committee, endeavoring to develop specific wind loading recommendations for
inclusion in the Manual, has been studying the problem of minimum requirements for
wind loads with the National Bureau of Standards, and has concluded that the recom-
mendations of the American Standards Association for minimum wind loads are
acceptable.
The report of Subcommittee 1 — Revision of Manual, includes the necessary changes
to be made in the Manual.
Buildings 445
Report on Assignment 9
Air Conditioning
Collaborating with Electrical Section, AAR, Committee 12
J. W. Gwvn (chairman, subcommittee), C. M. Angel, W. F. Armstrong, C. E. Booth,
T. S. 'Carter, D. W. Converse, L. A. Durham, Jr., V. E. Elshoff, C. S. Graves,
J. F. Hendrickson, K. E. Hornung, B. J. Johnson, Jr., Earl Kimmel, L. H. Laffolev,
N. C. LeClaire, G. A. Morison, W. C. Oest, J. T. Rowan, A. B. Rvan, J. T. Schoener,
B. M. Stephens, S. G. Urban, T. S. Williams.
Your committee submits as information the following final report, supplementing the
report in the Proceedings, Vol. 54, 1QS3, page 610.
Air Conditioning of Railroad Office Buildings
Any information for railroad professional engineers with respect to methods of air
conditioning railroad office buildings should necessarily be very general. For a project of
this size, the final design and construction supervision should be under the direction of a
competent heating and ventilating specialist.
The following discussion does not cover every method of air conditioning a railroad
office building, but it does outline a variety of ways that a given building (or buildings)
might be air conditioned. Economic, esthetic and operational considerations will govern
the final choice of air conditioning, but the following description of various air condi-
tioning methods may prove helpful in a preliminary selection of equipment.
1. Direct Expansion Mechanical Refrigeration
The most common source of cooling is by means of direct expansion mechanical
refrigeration. For air conditioning a large building four general variations of direct expan-
sion refrigeration are used.
a. Zoned Distribution of Air
This method requires two air distribution systems, generally running in adjacent
ductwork: one for refrigerated air and one for recirculated air. Mixing dampers are
located at strategic locations — each to serve a small portion of the building (referred to
as a zone) . Each mixing damper is controlled by a thermostat which may function by
either electricity or compressed air.
This double system of air trunk ducts, plus the necessary power to overcome high
air friction of long duct runs, may make such a system expensive to install and operate.
However, when a building with an unused stairway or elevator shaft is under considera-
tion for air conditioning, this system can prove economical by enabling both the cold
and warm air duct to run from floor to floor through the big vertical shaft. Unused
large salvage blower fans from dismantled roundhouse heating systems may be well
utilized thus to keep construction costs down.
b. Distributed Refrigerant Under Pressure
This widely used method of air conditioning confines compressor and condenser
equipment to a conveniently isolated spot, .such as a basement. A freon-type refrigerant
is distributed to fan and direct cooling coil stations throughout the building. Circulation
of air around the coils is constant, and by thermostatic control at the expansion valve
admitting refrigerant to the coils, room temperature is regulated. Refrigerant pressure
remains constant.
446 Buildings
If interior appearance of the building is important, refrigerant piping probably must
be concealed; and concealed refrigerant piping which may be also inaccessible, in turn,
creates a bad maintenance problem. Small leaks from freon refrigerant piping may quickly
liberate an expensive refrigerant charge, yet the leak may be detected only by a laborious
"soap bubble test" or a "Halide torch" which burns with a green flame in the presence of
freon. Nevertheless, when copper lines can be made impervious to refrigerant and can be
protected from abuse and building settlement, a very satisfactory air conditioning system
may result.
c. Water-Cooled "Package-Type" Air Conditioning Units
This type of air conditioning can be best described as dividing a building in two or
more independent air conditioning systems, each consisting of IS tons or less. This
method of air conditioning is currently popular because of the economies inherent in the
mass-produced "package units." Minimum installation labor is required, depending upon
reduced ductwork requirements.
The biggest disadvantage of a multiple installation of package-type units comes
from the cooling water problem. In order not to waste cooling water continuously, a
piped supply and return system must be run between package units, a water pump and
cooling tower. As the number of package units becomes great, the cost of condenser
water piping approaches that of a chilled water distribution system.
Another disadvantage of multiple package-type air conditioning units comes from
their high resulting noise level, particularly from the 10 and IS-ton units. If it is re-
quired that offices be very quiet, package-type air conditioning units must be installed
in small rooms or closets — at a sacrifice in floor space and money.
Nevertheless, a multiple installation of package-type air conditioners is very often
the most feasible method of air conditioning.
d. Windoiv-Type Air Conditioners
This method of air conditioning eliminates all piping and ductwork but requires
the maximum possible number of air conditioning units. In a large installation this is the
ultimate in creating a big number of air conditioning zones, but comfortwise, maximum
zoning is not most effective.
On an original price basis, window-type air conditioning units are seldom excelled,
but on a maintenance basis their cost is high. Since these units are made to meet a price
on a highly competitive home market basis, their quality and stamina is lowest.
Since this type of unit must be mounted in a window opening to provide access to
outside air for the condensers, such installations often disfigure the outside appearance of
a building.
.■\ir distribution within a room can be difficult with window-type conditioning units.
Since the units usually fit about 3 ft from the floor, cold air must necessarily be directed
upward to avoid drafts. Thus it may become impossible to give air a "throw" to direct
cooling of a remote portion of the room.
Nevertheless, window air conditioning units are useful for minimum cost installations
and for installations where cooling water is not available. Future development and
research may possibly improve the window conditioner to a point where its performance
compares more favorably with the larger units.
2. Indirect Mechanical Refrigeration
With indirect mechanical refrigeration, cooling is accomplished by circulation of a
chilled liquid such as water. The liquid is generally chilled close to the compressor, and
the cooling coils are located at remote points.
Buildings 447
Circulation of chilled liquid is generally constant, and control of room temperature is
through face and by-pass dampers at each cooling coil. Modulating dampers to by-pass
any required proportion of the air around the cooling coil afford a very satisfactory
control of room temperature. Operation of blower fans is also nearly constant.
Indirect refrigeration for air conditioning is usually more expensive to install than
direct expansion cooling, but as the design coohng load approaches 200 or 300 tons, the
costs tend to equalize.
Except for its frequently higher initial cost, indirect refrigeration overcomes most
of the disadvantages of direct refrigeration. By remote location of refrigeration machin-
ery, noise can virtually be eliminated, and insulated chilled water piping is much more
dependable than refrigerant piping, since there is less chance for loss of expensive refrig-
erant and no necessity for long runs piped in copper.
3. Cooling by Chilled Water from Natural Sources
Lest some diligent designer comes up with a premature idea for a mechanical
refrigeration system, mention is hereby made of cooling from natural sources.
Underground springs and wells with water colder than 52 deg F may be known to
exist near the building to be cooled. Such a source of chilled water in sufficient gallonage
may well provide a quick solution for the design of an air conditioning system. Care
must be taken, however, to ascertain the hardness of such spring water and to install the
necessary treatment if required. Mineral-encrusted cooling coils become most inefficient.
Proximity of large bodies of cold water, such as streams and lakes, may afford a
supply of chilled water for an air conditioning system, and their potentialities should not
be neglected. Ocean water is difficult to use in small diameter cooling coils because of
salt encrustation and its corrosive action.
If an available source of water is not sufficiently cold — though plentiful — provision
may be made to utilize this water for cooling condensers in lieu of a cooling tower or
evaporative condenser. Water hardness must, in this case, also receive due consideration.
4. Evaporative Cooling
The earlier forms of air conditioning consisted of evaporative cooling. This evapora-
tive cooling took two forms; The passage of air through an open spray of water and air
passing through a loosely packed, water-saturated material. This same principle is regu-
larly used to dissipate heat from both evaporative condensers and cooling towers.
Briefly stated, the principle is that, air, in taking up water vapor, loses "sensible
heat." This possible drop in temperature is proportionate to the dryness of the surround-
ing air.
In desert localities such as Arizona and Nevada, air is so dry that it may become
cooler than 65 deg before saturation is reached. In such dry places, mechanical refrigera-
tion is not necessary for air conditioning and evaporative cooling directly performs the
cooling function very well.
5. Steam-Jet Vacuum Cooling
Steam-jet cooling in unusual instances may have a useful application in the railroad
office building field, but little equipment of this type has been made in recent year.=
because of high operational costs.
This system depends upon chilled water produced by creating a vacuum in a pat-
tially filled tank of water. As the pressure of the atmosphere is reduced, a low boiling
point is reached, causing loss of heat as the water vaporizes. A steam jet maintains this
448 Buildings
vacuum in the chilled water tank, and it is the resulting steam wastage from this jet
which makes for excessive cost of operation.
If there is a source of cheap steam available to a railroad office building, or even
better, a regular demand for large quantities of heated water, steam-jet vacuum cooling
can prove to be economical. Conceivably, some sort of a manufacturing or boiler washout
plant near a railroad office building might, by contracting for great quantities of exhaust
steam, bear enough of the fuel costs to make steam-jet coohng financially attractive.
6. Absorption Cooling
This is the operating principle which makes a well known gas refrigerator function
and it has the advantage of no moving parts or resulting noise. Cooling is obtained from
a heat-transfer process accomplished under two different stages of high vacuum.
A solution of lithium bromide and water is heated while under a pressure of about
1/lSth of an atmosphere, and much of the water distills off and is condensed while the
resulting concentrated chemical solution overflows and is utilized, as will be presently
mentioned. The condensed water vapor becomes the refrigerant which passes to expan-
sion coils under a vacuum of about l/7Sth of an atmosphere and flashes into vapor in
the presence of the heat to be extracted. The water vapor then flows to the absorber
where it is quickly taken up by the concentrated lithium bromide solution having a great
affinity for water.
Equipment of this type is made in package units of the 2, 3.3 and 5.4-ton capacities
with provision for winter space heating included in all units.
A 2S-ton package unit is also made, and this unit is generally used for the circu-
lated chilled water (indirect) type of air conditioning. It is recommended for multiple
use when refrigeration loads exceeding 25 tons occur.
On all types of absorption refrigeration for air conditioning, a supply of cooling
water is required from a cooling tower or on a wastage basis.
The biggest disadvantage of this kind of refrigeration is its high initial cost, espe-
cially in regard to the 2S-ton units which require an outside source of steam. Cost of pro-
ducing this steam during the cooling season may exceed comparable electric power
charges. The local cost of natural gas is also a determining factor in the use of the
smaller, direct-fired, package units.
Report of Committee 30 — Impact and Bridge Stresses
E. S. BiRKENWALD,
Chairman,
E. R. Andrlik
D. S. Bechly
J. H. Brown
E. E. BuRCH
A. B. Chapman
A BR AM Clark
F. H. Cramer
C. P. Cummins
A. C. Danks, Jr.
J. A. Erskine
A. T. Granger
R. R. GUNDERSON
A. R. Harris
R. H. Heinlen
C. S. Johnson
E. A. Johnson
Frank Kerekes
W. B. Kuersteiner
A. N. Laird
C. T. G. Looney
C. V. Lund
J. F. Marsh
J. P. MiCHALOS
D. W. MUSSER
C. H. Newlin
N. M. Newmark
M. J. Plumb,
Vice Chairman,
E. W. Prentiss
H. C. Prince
C. A. Roberts
J. H. Shieber
C. E. Sloan
C. B. Smith
R. L. Stevens
J. P. Walton
E. Wollett, Jr.
J. D. Woodward
L. T. Wyly
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Viaduct columns, collaborating with Committee IS.
No report.
2. Steel girder spans with open decks and with ballasted decks.
Progress report, presented as information
page 450
3. Dynamic shear in girder and truss spans.
Progress report, presented as information page 450
4. Impact and bending stresses in columns and hangers of truss spans.
No report.
5. Concrete structures, collaborating with Committee 8.
Progress report, presented as information page 450
6. Determination of braking and traction forces in bridge structures, col-
laborating with Committees 7, 8 and 15.
Progress report, presented as information page 451
7. Stresses and impacts in timber stringer bridges, collaborating with Com-
mittee 7.
Progress in study, but no report.
8. Steel truss spans with open decks and with ballasted decks.
Progress report, presented as information page 451
9. Distribution of live load in bridge floors:
(a) floors consisting of transverse beams;
(b) floors consisting of longitudinal beams.
Progress report, presented as information page 451
449
450 Impact and Bridge Stresses
10. Stresses in lateral bracing of bridges.
Progress report, presented as information page 452
The Committee on Impact and Bridge Stresses,
E. S. BiRKENWALD, Chairman.
AREA Bulletin 519, December 1954.
Report on Assignment 2
Steel Girder Spans with Open Decks and with Ballasted Decks
M. J. Plumb (chairman, subcommittee), E. R. Andrlik, D. S. Bechly, E. E. Burch,
F. H. Cramer, C. P. Cummins, A. C. Banks, Jr., A. T. Granger, A. R. Harris,
Frank Kerekes, C. T. G. Looney, J. F. Marsh, J. P. Michalos, D. W. Musser,
N. M. Newmark, H. C. Prince, C. E. Sloan, C. B. Smith, J. P. Walton, J. D.
Woodward.
As part of a continuing study of impact and stresses in steel girder spans, a report
will be published during 1955 giving results of tests on eight bridges on the Chicago,
Milwaukee, St. Paul and Pacific Railroad.
Tests have been completed on a girder span on the Atchison, Topeka and Santa Fe
Railway, at the request of Committee 15, to determine whether cover plates of girders
having as much as 75 percent of the flange area in cover plates are effective in resisting
bending moment.
Report on Assignment 3
Dynamic Shear in Girder and Truss Spans
(For subcommittee, see report on Assignment 2)
A report on this assignment is included in the report of tests on eight girder spans
on the Milwaukee Road, to be published under Assignment 2.
Report on Assignment 5
Concrete Structures
Collaborating with Committee 8
J. H. Shieber (chairman, subcommittee), Abram Clark, J. A. Erskine, R. R. Gunderson,
R. H. Heinlen, W. B. Kuersteiner, A. N. Laird, J. P. Michalos, E. W. Prentiss,
C. A. Roberts.
Last year your committee presented as information a report covering the laboratory
tests of a number of full-size reinforced concrete bridge slabs designed by various theories,
one of which was a prestressed, pretensioned slab designed for Cooper E 72 loading in
accordance with present recommended practice.
As a result of the successful behavior of this prestressed slab under static load, two
additional prestressed slabs, which were manufactured at the same time, were placed in
a Chicago, Burlington & Quincy Railroad bridge in high-speed territory last March for
the purpose of field testing them under actual operating conditions at various speeds.
Impact and Bridge Stresses 4Sj^
Because of existing slow orders over adjacent bridges, however, these field tests have
been postponed until the spring of 1955.
These tests will be conducted by the AAR research staff, and a final report will be
issued after all of the data taken in the field have been fully analyzed.
Report on Assignment 6
Determination of Braking and Traction Forces
in Bridge Structures
Collaborating with Committees 7, 8 and 15
(For subcommittee, see report on Assignment 2)
A report of tests on a New York, Chicago and St. Louis Railroad bridge at Fill-
more, 111., was presented in AREA Bulletin 516, June-July 1QS4, page 1. Determination
of stresses resulting from longitudinal forces showed that most of the longitudinal forces
on this structure were being taken by the rails to the roadbed behind the abutments.
This report also presented the results of tests on short-span wide-flange beams and
on concrete-filled steel pipe piles. The results of the tests on the beams verified the
conclusions drawn from previous tests on similar spans with elastic supports. The tests
of the piles gave the first information obtained by your committee on this particular type
of construction.
Report on Assignment 8
Steel Truss Spans with Open Decks and with Ballasted Decks
(For subcommittee, see report on Assignment 2)
Tests were made during 1954 on a bascule bridge in Detroit, Mich., at the request
and expense of the Detroit, Toledo & Ironton Railroad, to determine if the bridge was
capable of carrying heavily loaded ladle cars.
Tests were also made on a 2S8-ft 9-in draw span across the Illinois River at Mere-
dosia, 111., at the request and expense of the Wabash Railroad, to determine the load-
carrying capacity of the bridge.
Report on Assignment 9
Distribution of Live Load in Bridge Floors
(a) Floors consisting of transverse beams;
(b) Floors consisting of longitudinal beams
(For subcommittee, see report on Assignment 2)
A report on transverse and longitudinal distribution of locomotive axle loads on
bridge floors was presented in AREA Bulletin 516, June-July 1954, page 45. The report
includes data on nine bridges obtained from both steam and dicsel locomotives operating
at a wide range of speeds.
452 Impact and Bridge Stresses
Report on Assignment 10
Stresses in Lateral Bracing of Bridges
(For subcommittee, see report on Assignment 2)
A report on this assignment is included in the report of tests on eight girder spans
on the Milwaukee Road, to be published under Assignment 2.
Report of Committee 22 — Economics of Railway Labor
R. J. Gammie, Chairman, L. C. Gilbert, Secretary, D. E. Rudisill,
Lem Adams (E) E. B. Harris Vice Chairman,
A. D. Alderson G. L. Harris J. P. Morrissey
M. B. Allen W. W. Hay G. M. O'Rourke
H. C. Archibald W. H. Hoar R. W. Pember
B. V. BoDiE G. W. Hunt J. A. Pollard
W. H. Brameld (E) T. B. Hutcheson R. R. Pregnall, Jr.
E. J. Brown Claude Johnston L. F. Racine
J. A. BuNjER H. W. Kellogg R. B. Radkey
R. H. Carpenter G. A. Kellow C. W. Reeve
G. E. Chambers N. M. Kelly M. S. Reid
A. B. Chaney W. I. King L. H. Rose
P. A. CosGROVE H. E. Kirby R. R. Smith
C. G. Davis L. A. Loggins J. S. Snyder
M. H. Dick Roy Lumpkin A. Tagliafer
W. W. Edwards T. E. MacMannis P. V. Thelander
J. E. Eisemann J. S. McBride (E) W. H. Vance (E)
H. J. Fast J. F. McCook H. J. Weccheider
J. L. Fergus E. H. McIlheran H. M. Williamson
C. G. Grove W. H. Miesse F. R. Woolford
W. H. Hamilton H. C. Minteer C. R. Wright
K. H. Hanger C. R. Montgomery
Committee
(E) Member Emeritus.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Analysis of operations of railways that have substantially reduced the cost
of labor required in maintenance of way work.
Progress report, presented as information page 455
3. Economies in railway labor to be derived from the use of various types
of ballast, collaborating with Committee 1.
Final report, presented as information page 460
5. Labor economy of renewing ties by use of proper equipment, methods and
organization.
Progress report, presented as information page 465
6. Labor economies of various mechanical methods of tamping and equalizing
ballast, including the double shifting of machines.
Progress report, presented as information page 467
7. Comparative economy of handhng maintenance of way gangs in trucks versus
motor cars, including economical length of haul, collaborating with the Pur-
chases and Stores Division, AAR.
No report.
453
454 Economics of Railway Labor
8. Means of increasing or conserving labor supply for the duration of the
emergency, advising the secretary currently of recommendations or practices
that merit emergency publication by the AREA.
No report.
The Committee on Economics of Railway Labor,
R. J. Gammie, Chairman.
AREA Bulletin 519, December 1954.
MEMOIR
Cfjadejf OTiniam Palbcibge
A man who was symbolic of all the loyal, conscientious and hard-working members
of the American Railway Engineering Association passed away on May 31, 19S4, at
Chicago. He was Charles William Baldridge who retired in 1942 as assistant engineer on
the Atchison, Topeka & Santa Fe Railway. Mr. Baldridge had joined the AREA on
January 9, 1916, and served on various committees. His longest term of service was with
Committee 22 — Economics of Railway Labor, of which he was a member for IS years.
At the annual meetings of the Association Mr. Baldridge was an active participant in
discussions of committee reports from the convention floor. Following his retirement
from railroad service in 1942 he became a Life Member of the Association.
Mr. Baldridge was born in Woodford County, 111., on April 18, 1869. He obtained his
higher education at Baker University and at the University of Kansas, studying elec-
trical and civil engineering. He entered railroad service in 1896 with the Kansas City,
Watkins & Gulf (now part of the Missouri Pacific). Subsequently he served with the
Santa Fe from 1897 to 1898, with the Chicago, Burlington & Quincy in 1899, with the
Kansas City, Ft. Scott & Gulf (now part of the Frisco) from 1900 to 1901, with the
Chicago & North Western from 1902 to 1906, with the Saratoga & Encampment (now
part of the Union Pacific) in 1907, with the North Western from 1908 to 1910, with the
Rock Island in 1911, and with the Santa Fe from 1912 until his retirement.
As assistant engineer on the Santa Fe, Mr. Baldridge became an authority on all
matters pertaining to rail. It was his responsibility to keep a record of all rail in track
and to make periodic inspections of rail to determine its condition and to make recom-
mendations to the chief engineer regarding the need or advisability of renewal. If diffi-
culties arose with particular heats of rail, it was his assignment to determine the cause
of the trouble and to advise what steps should be taken. He also took part in matters
involving the design of rail, and consulted frequently with metallurgists identified with
rail mills.
As a committee member in the AREA, Mr. Baldridge contributed unstintingly of
his knowledge and experience. His record of committee service is as follows: Committee
2 — Ballast, from 1916 to 1924; Committee 1— Roadway, from 1925 to 1934 (he served
as vice chairman of this committee in 1927 and as its chairman from 1928 to 1933) ;
the Special Committee on Clearances, from 1927 to 1933; Committee 22 — Economics of
Railway Labor, from 1933 to 1948; and Committee 5 — Track, from 1935 to 1943.
Mr. Baldridge was also active in the affairs of the Roadmasters' and Maintenance of
Way Association, serving as president of that association in 1934-1935.
M. H. Dick, Chairman,
J. S. McBride,
G. M. O'ROURKE,
Committee on Memoir.
Economics of Railway Labor 455
Report on Assignment 2
Analysis of Operations of Railways that Have Substantially
Reduced the Cost of Labor Required in Maintenance
of Way Work
J. E. Eiscmann (chairman, subcommittee), Lcm Adams, M. B. Allen, H. C. Archibald,
B. V. Bodie, W. H. Brameld, E. J. Brown, G. E. Chambers, W. W. Edwards, C. G.
Grove, W. H. Hamilton, K. H. Hanger, E. B. Harris, G. L. Harris, W. W. Hay,
T. B. Hutcheson, Claude Johnston, H. W. Kellogg, G. A. Kellow, H. E. Kirby,
E. H. Mcllheran, T. E. McMannis, H. C. Minteer, C. R. Montgomery, G. M.
O'Rourke, J. A. Pollard, C. W. Reeve, M. S. Reid, L. H. Rose, J. S. Snyder,
A. Tagliafer, P. V. Thelander, W. H. Vance, F. R. Woolford.
Submitted as information, this is the thirteenth report of a series on this subject,
which has been reassigned annually since 1935. The current study covers a reorganized
and comprehensive system of track and roadway maintenance on the Chesapeake and
Ohio Railway, previous studies having dealt with various maintenance operations on the
Lehigh Valley; Norfolk & Western; St. Louis-Southwestern; Great Northern; Illinois
Central; Denver & Rio Grande Western; Delaware & Hudson; Delaware, Lackawanna &.
Western; Pennsylvania; Elgin, Joliet & Eastern; St. Louis-San Francisco; and Atchison,
Topeka & Santa Fe railroads.
In addition to statistical data, the committee members and guests were given a most
profitable and pleasant trip over a representative part of the Chesapeake District of the
Chesapeake and Ohio System. This trip provided excellent means, through a special
roadway inspection car, for first-hand observation of the property traversed, and of the
distribution of the forces engaged in the work program. This roadway inspection car
was, in itself, of much more than casual interest. Providing an accurate and continuous
graphic record of joint condition, alinement, cross level and surface, the inspection car
is operated at 6-month intervals, and performs a deiinite service in the track maintenance
program.
The Chesapeake District, as herein referred to, was the area encompassed at the time
programming and scheduling were initiated in their present comprehensive detail. This
area included the territory now known as the Southern Region, as well as that part of
the Northern Region known as the Hocking Division.
The Chesapeake District of the Chesapeake and Ohio is primarily a double-track
railroad, with some short stretches of third and fourth track at points of highest traffic
density. Apart from jointly operated tracks, it has a total trackage of 6023 miles to
maintain, divided as follows;
Miles of road 2,811.98
Miles of second main 809.37
Miles of third main 44.32
Miles of fourth main 7.36
Miles of yards and sidings 2,350.40
Total 6,023.43
Speed of trains generally is limited to 7." mph in passenger service and to 55 mph
in freight service, with reductions to 60 and 40 mph, respectively, in mountainous and
heavily curved territories.
Main line track construction consists, for the major part, of 132-lb rail, except for
5 subdivisions on which ll5-lb rail is used, with 6-hole headfree rail joints, double-
456 Economics of Railway Labor
shoulder tie plates 73^ by 14^ in, except that tie plates 8 by 18 in are used on curves
of 3 deg or more. The minor part is laid with 131-lb rail on 7% by 13-in tie plates.
Treated mixed oak ties of grades 4 and 5 are used in main track, and are spaced on 21 -in
centers. Principal main lines are ballasted with crushed limestone and slag, although some
subdivisions are still ballasted with prepared gravel, which includes a minimum of 40
percent crushed gravel and ranges in size from 1^ in to No. 10. Other ballast is required
not to exceed 1% in nor to be less than ^ in. Anchor spikes, 4 per tie, are used on all
curves of 2 deg or more.
The 2812 miles of road operated as the Chesapeake District is divided for main-
tenance purposes into 9 divisions. Reference to Table 1 will indicate the comparative
numbers and length of .sections and the section and extra force personnel prior to and
following the rearrangement as established for the Chesapeake District. It will be noted
that sections were reduced from 457 to 281 in number, or 39 percent, and that main
track mileage per section was increased 64 percent, from an average of 8.6 miles to 14.1
miles. In terms of personnel, there was an average of 2844 trackmen, exclusive of super-
vision, required prior to the rearrangement, as compared with a total of 1525 trackmen
afterward, a reduction of 46 percent. The bulk of this decrease was in section men, average
numbers of whom were, respectively, 2011 and 843, a reduction of 58 percent. For extra
forces the average numbers were 833 and 682, respectively, or a decrease of 18 percent.
At about the time of adoption of the present comprehensive system of programming
and scheduling work, the Chesapeake and Ohio supplemented its labor-saving equipment
by the addition of power units for tamping, jacking, gaging, tie drilling, ballast regulating,
ballast cleaning, track cleaning, and bolt wrenching. The phrase "tie drilling" refers to the
Chesapeake and Ohio practice of drilling i^g-in holes for the application of spikes as a
part of the new rail laying operation.
Under the present system, which has been in effect since the fall of 1952, all heavy
out-of-face maintenance work is performed by extra forces. Personnel, equipment and
materials are allotted in accordance with the size and time schedule of the job, with due
allowance for various factors affecting the work. The work of section forces consists
mainly of spotting, opening drainage faciUties, policing and miscellaneous.
Out-of-face track surfacing, with which most of the maintenance program is co-
ordinated, is usually scheduled over a 7-month period beginning April 1. Principal devia-
tion may be the laying of new rail, which is handled by a system force; this work is
programmed and performed at any time, except the most severe winter period, as the
most advantageous circumstances may indicate. The interval of the out-of-face track
surfacing cycle is from 3 to 5 years on practically all main lines. Ties are renewed at the
time the track is surfaced, and the usual track lift averages 2 in. Traffic is detoured
around the work so far as practicable, and at some locations temporary crossovers have
been installed for this purpose.
The entire track and roadway maintenance program for the following year is pre-
pared in the early fall, complete in detail and on the most realistic basis. After approval,
the program book is published and distributed to all having responsibility for executing
the program. The work contemplated on each division is set up in the program book,
loose pages from which are distributed on divisions to local supervisors, thus serving as
work sheets. The program book covers in detail the mile post limits to tenths of each
individual lot (shortest segment of the project) of work, the time schedule of the work
— beginning and ending dates — quantities and kinds of materials required, number and
types of machines to be assigned, and in some instances the quantities and kinds of
materials released.
Economics of Railway Labor
457
TABLE 1
THE CHESAPEAKE AND OHIO RAILWAT COWANT
CHESAPEAKE DISTRICT
DISTRIBUTION OF FORCES EEFQRE AND AFTER
REORCAJJIZATIOK AND SECTION RtAHRAMXMENT
DISTRICTS
Hole a
Main
Track
Sectl
TotaJ
one
No.
Main Track Kilaa
Atk. Per Section
Laborera 1
Par Sec. 1
No. Extra Forcaal
Ko.Ex.Fc Uboreral
Before
Reorg.**
After
Reorg.**
Before
Reorg.*
After
Reorg.*
Before
Reorg.
After
Reorg.
Before
Reorg.
After
Raorg.
N,N. 4 N.T.
16.1
6
4
8.1
16.1
6.5
3.0
1-15
^-]:l
Peninsula
U1.6
15
9
9.4
15.7
4.3
3.0
1 - 25
1-60
Piadmont
136.9
18
10
8.1
13.7
3.7
3.0
1 - 25
1 - 15
RlTAilna
159.8
23
iU
6.9
U.4
4.2
3.0
1-25
RICHMOND DIVlaiON
UiU.lt
62
37
8.0
13.4
4.3
3.0
4-90
3 -88
169.^4
22
13
8.1
13.0
4.4
3.0
1-26
1-21
100.7
15
10
7.2
U.2
4.3
3.3
1 - Ll»
1 - lA
AlXaKhany
177.1
22
11
8.1
16.1
4.3
3.2
3-25
1-58
97.9
5
5
19.6
19.6
3.0
2.0
5^5.1
64
39
8.8
14.3
4.2
3.0
5 -115
i-^3
150.2
21
13
7.5
12.5
4.5
3.3
3 - 25
1-58
Plney
70.7
11
8
7.1
10.1
3.5
2.5
1-10
New Rivar Bra.
8i,.5
U
7
7.7
12.1
3.5
i.6
1-10
HINTON DIVISION
305.4
43
28
7.4
11.7
4.0
2.9
5 - 75
5 - fi
Charleeton
136.1
17
9
8.0
15.1
5.5
3.0
3 - 25
1- 7
Huntinrton
93.7
13
9
7.8
10.4
4.7
3.0
2 - 25
U- 5fl-
Cabin Craak
82. A
7
7
U.8
11.8
4.9
3.0
2-7
Coal Rirer
153.7
19
12
8.1
12.8
3.6
3.0
1-12
1 - 14
Barbouraville
108.8
12
6
9.1
IB.l
5.0
3.0
1-25
1 -17
L10.5
15
10
7.9
11.1
4.4
3.0
1 - 7
HUNTINGTON DIVISION
685.2
83
53
8.5
12.9
4.6
3.0
8 - 173
Paintarllla
111.3
14
8
8.0
13.9
4.6
3.3
1-18
1 - 25
Martin
105.0
14
6
7.5
17.5
3.9
1.2
1-18
1 - L2
Shalbr
125.1
14
e
8.9
15.6
3.9
2.6
1-18
LaxioKton
125.1
19
10
6.6
12.5
3.8
3.0
1 - IB
1-25
61
32
7.6
14 .6
4.0
3.0
4 - 72
3-62
RUSSELL DlViSICH
19.4
5
4
9.7
19 J.
7.2
3.0
1-15
1-13
Ohio RlTsr
133.2
13
7
10.2
19.0
4.5
3.1
1-25
1-U
CiDcluoatl
120.4
12
6
10.0
20.1
4.1
3.2
1 - 25
1 - U
Cine. Tani.
42.7
7
6
6.1
7.1
3.7
2.5
1-12
I- w
183.0
18
10
10.2
18.3
SJt
3.1
3 - 25
1 - 58
CUCXJOiATI Divisioa
479.3
50
29
9.6
16.5
4.6
3.0
6-87
4-96
M>MBa>
50.6
11
8
6JU
12.7
5.5
3.0
1-25
1 - IP
19
9
7.6
16.0
4.8
3.0
2-25
(A - 58
Cola. Taniinal
95.4
U
12
8.7
9.5
5-8
3.0
2-23
n - m
262.8
10
10
26.3
26.3
4.4
3.0
HOCKING DIVISION
553.1
54
39
L2.0
16.8
5.1
5.6
5 -Ul
5 -71
Klaai
72.7
11
6
6.6
12.1
3.9
3.0
1-25
1 -u
Mlxldla
78.1
11
6
7.1
13.0
3.9
3.0
1 - 25
1-25'
Wabaab
95.4
13
8
7.3
11.9
4.2
3.0
1 -35
1-25
CHICAGO DIVISION
246,2
35
20
7.0
L2.3
4.0
3.0
3 -85
?-^
SISTUl TOTAL
3754.6
457
281
8.6
Ll,.l
4A
3.0
39-833
30-682
ffcclu,
Taljr Tare
aactioDi
■-SSIlUd
458
Economics of Railway Labor
TABLE 2
THE CHESAraiAKE AND OHIO RAILWAY COMPANY
CHESAPEAKE DISTRICT
COMPARATIVE TRAFFIC AM) M, OF WAT DATA
AVERACS ACS
TOTAL
GROSS TON MITKS
RAIL REI£ASRD
FROM FIRST
UBOR - ROADWAY It TRACK
MAK-HOURS FER
YEAR
(OOO's)
LOCATIOF
MAB-fiOURS
000.000. GTM
1930
_
7.34
^,
1931
43,243,574.
7.74
-
-
1932
36,193,978.
7.57
-
-
1933
38,920,264.
7.94
-
-
1934
40,821,569.
7.62
-
-
1935
40,453,160.
8.57
-
- -
1936
47,014,636.
8.90
-
-
1937
45,912,951.
10.10
—
—
1938
38,246,737.
9.70
6,922,097
181»0
1939
42,230,390.
10.70
7,100,284
168.1
1940
46,983,020.
10.92
7,474,742
159.1
19A1
51,405,678.
10.74
8,274,682
161,0
1942
58,032,898.
11.75
9,173,351
158.1
1943
62,238,620.
12.76
10,365,527
166.5
1944
64,940,608.
12.70
11,206,336
172.6
1945
62,285,748.
13.00
10,950,847
175.8
1946
59,659,086.
12.20
9,430,856
158.1
1947
73,145,435.
13.10
11,381,337
155.6
1943
68,251,775.
13.40
10,491,900
153.7
1949
51,037,374.
13.00
8,453,052
165.6
1950
57,615,410.
14.10
7,541,810
130.9
1951
68,015,329.
14.88
8,009,370
117.8
1952
60,689,000.
13.60
7,639,149
125.9
1953
54,178,699.
14.31
6,927,340
. 127.9
1954
-
12.83
-
-
The program, which is rigidly followed, covers full personnel of assigned forces,
the forces being identified by code numbers, and the following work: new rail laying;
relay rail laying; turnout renewals; other track materials; main track tie renewals; side
track tie renewals; switch tie renewals; ballast allotments; track stabilization; tamping
schedules; shoulder ballast cleaning with two off-track machines; shoulder and center
ditch ballast cleaning, under contract, by on-track machine; bolt tightening; track
cleaning; and chemical weed and brush control.
The original application of programming, including certain basic changes as to divi-
sion of work between small and large forces, cycles of renewals, and many others,
produced quite satisactory results and justified the decision to expand the plan to the
entire system.
Economics of Railway Labor
459
TABLE 3
THE CHESAPEAKE AND OHIO RAILWAY COMPANY
REPORT COMPARING CERTAIN TRACK WORK MAN HOURS
CHESAPEAKE DISTRICT
Track Surfacing
Track Hiles
Han Hours (OOO's)
Kn.Hra,/>OLle
PROGRAM
739.2
864.0
1169.
1953 1952
916.9
1202.4
1311.
1109.9
1463.3
1318.
1160,8
1476.5
1272.
1950 1949 1948
860.8
1135.4
1319.
1090.2
U36,3
1318.
1067.5
1442.4
1351.
Ties - Main Line
No. Renewed (OOO's)
Man Hours (OOO's)
Mn.Hrs./Tie
311.5
190.0
0.61
466.0
298.8
0.64
495.1
312.7
0.63
463.8
284.0
0.61
396.2
283.3
0.72
399.9 423.0
287.3 321.4
0.72 0.76
Hev Rail
Trk. Miles Laid 193.2 196.8 U0.3 204.7 204.4 178.0 232.5
Mn.Hr8j>ay«. (OOO's) 251.0 269.8 192.7 328.5 283.6 284.5 465.7
to Hrsl/m^ 1300. 1371. 1373. 1605. 1387. 1599. 2003.
Nev Rail - Unloading
Mn.Hr8./ittlB 208. 208.
Nev Ball - Load Old
Mn.Hr8./klle 107. 107.
202,
108.
208.
119.
195.
113.
228. Incl.
Under
136. Laying
Reference to Table 2, showing total roadway and track man-hours, indicates the
trend of the relationship of maintenance and use over a 16-year period on the Chesapeake
District of the Chesapeake and Ohio. Maintenance is expressed in man-hours, and gross
ton miles is taken as an index of the use of the property.
Table 3 indicates the general decline in cost of performing certain track maintenance
jobs in terms of man-hours per mile or per unit. These are significant figures, because
the value of any system of organizing forces is measured by the amount of work
accomplished and the elements of its quality and comparative cost in terms of man-hours.
Important as a factor of saving in the overall economy is the Chesapeake and Ohio
practice of maximum utilization of its investment in modern maintenance machinery.
This effect is supplemented by the judicious use of the labor necessary for full and
continuous production. Collateral advantages include the use of off-track transportation
of the forces to the extent practicable, and the housing of men in well-equipped modern
camp cars.
Conclusion
The Chesapeake and Ohio has been able to reduce the labor required in maintaining
its track and roadway by:
400 Economics of Railway Labor
1. Reorganizing its forces on a realistic basis.
2. Carefully planning and programming its operations.
3. Intensive use of labor-saving machinery.
4. Efficient and constructive use of labor.
5. Detouring traffic around work operations so far as practicable.
Report on Assignment 3
Economics in Railway Labor to be Derived From the Use
of Various Types of Ballast
A. B. Chaney (chairman, subcommittee), Lem Adams, M. B. Allen, W. H. Brameld,
E. J. Brown, J. A. Bunjer, R. H. Carpenter, P. A. Cosgrove, C. G. Davis, M. H.
Dick, W. W. Edwards, J. L. Fergus, L. C. Gilbert, W. H. Hamilton, K. H. Hanger,
E. B. Harris, W. W. Hav, G. W. Hunt, T. B. Hutcheson, N. M. Kelly, W. I. King,
G. M. O'Rourke, R. W. Pember, L. F. Racine, C. W. Reeve, M. S. Reid, R. R.
Smith, J. S. Snyder, A. Tagliafer, W. H. Vance, F. R. Woolford.
This is a final report, submitted as information.
From replies to a questionnaire prepared in November 1953, your committee has
assembled information received from 40 railroads, representing 175,623 miles of road.
While the actual comparative cost data were less than desired, the following summary
of replies reflects the experience and judgement of engineering and maintenance-of-way
officers on 65 percent of the mileage of railroads in the United States and Canada:
1. Types and sizes of ballast used. (In order of preference).
Table 1 shows preferences as to types of ballast presently used and emphasizes the
importance given to crushed slag and stone, as well as to the decrease in use of gravel
ballast when compared to data of 10 to 20 years ago.
Table 2 presents preferences as to sizes used and shows a marked trend to the
smaller materials when compared with similar information reported by this committee
in the Proceedings, Vol. 39, 1938, page 595.
2. Preferences as to principal qualities, shape and grading of ballast particles.
Angular to cubical.
Sharpness.
Minimum percentage of voids.
Graded uniformly as to size.
Give good bond and compaction.
Free of smooth edges and thin elongated pieces.
3. Value of hardness factor and maximum loss permitted in the Los Angeles abrasion test.
All roads value the hardness factor and state that ballast materials should be hard
enough to resist pulverizing under the action of traffic and tamping. Fifteen roads reported
maximum losses permitted under Los Angeles abrasion tests as follows:
20 — 1 road
25 — 1 road
30 — 4 roads
35 — 2 roads
40 — 7 roads
IS roads
Economics of Railway Labor
461
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C^l
•^ t
CO 0-. O t^ Oi ' 1
o
Oh
^|'§
02 CC X lO Tt* 1 1
lO
ts
t^O -< 11
r~
tS
fe|?
L': ?i t^ CO CO 1 '
o
_e
"3
cq
*--,
tf
•^
1 1 1 1 1 It3
'<
is| i i is
^ ° 2 1;'=!
GJ 0; Oi 1 ?> [S*^^
X-C-C ' -: OJ i;
w CO le -ti o3 T3 a
(J!
3 3 3 a! t. S _
0
H
462
Economics of Railway Labor
Table 2 — Ballast Sizes Used
Number of Railroads
Maximum
Size
Number of Railroadu
Min imuvi
Size
3 ... _ _
2V2"
2"
H"
No Report
5
1"
8 - 1
13
1
4
4
3
10
40
%"
23 ,-..-
3
1_ _ .
Vs"
2 --. .. -- -
H"
No Report
40
4. Value of friction developed between ballast and ties.
Twenty-eight roads consider the friction factor important while three did not. The
greater the friction developed the less labor is required to maintain line and surface;
greater friction also provides increased anchorage and more uniform load distribution.
5. Reasons for using the various sizes of ballast.
The principal reasons given are listed below:
Availability and cost.
Small sizes more economical for tamping light raises.
Compacts — remains undisturbed.
Develops friction — holds line and surface better.
Large sizes for flood territory and to reduce loss in ballast cleaning operations.
Better walking surface.
6. What type of ballast is most economical and suitable where power tampers are used.
Thirty-one roads expressed a preference for crushed stone and slag (max IJ^ in),
while three preferred coarse chat (max ^ in and 1J4 ii^) •
7. Value of weathering factor.
Next to hardness, most roads considered the weathering factor important, especially
in those regions where freezing temperatures are expected. The sodium sulphate soundness
test, with a weighted average of not to exceed 10 percent after 5 cycles, is favored.
8. Frequency of reballasting.
Twenty-nine roads reported that the use of the A-type ballast extended the cycle
of reballasting by an average of 20 percent as compared to B-type ballast.
Eight roads reported a 33 percent increase in their reballasting interval with A-type
ballast as compared to gravel.
9. Labor of reballasting.
Replies from 28 roads indicated little, if any, difference in the amount of labor
required for reballasting with A and B types of ballast. The exception was that chat
required IS to 20 percent less labor for this operation than for other types of ballast.
10. Labor of renewing ties.
Thirty-three roads indicated that labor of renewing ties averaged 4 percent less in
B-type ballast as compared to A-type materials, with an average further reduction in
this item of IS to 25 percent in chat ballast.
Economics of Railway Labor 463
11. Labor for smoothing and lining track.
Information furnished from 30 roads indicated that labor for smoothing and lining
averaged 12 percent less for A-type as compared to B-type ballast.
12. Labor keeping down vegetation.
.\ summary of data from 27 roads indicated little difference in the cost of this item
for A and B types of ballast. This is accounted for largely by the extensive use of
chemicals for vegetation control. Users of chat reported that most classes of this material
control vegetation growth to a greater extent than other types of ballast.
13. Rail anchorage — type of ballast.
Replies from 8 roads developed that it required 25 percent more anchors in gravel
and fine ballast to develop equal holding power to crushed limestone, stone and slag
ballast.
Nineteen roads did not think any change in the number of anchors necessary on
account of the various types of ballast used on their lines.
14. Unloading ballast.
Replies indicated that some soft ballast materials, such as cinders, rock screenings
and line chats, cost two to three times as much to unload as coarser materials like slag,
rock and gravel.
15. Effect of type of ballast on cross tie life.
Seventeen roads reported no effect. Five estimated five years less Ufe in gravel and
cinders than in crushed lime.stone. Three expressed the belief that ties would give five
years more service in crushed slag than in chats.
16. Ballast required per mile per year.
Fourteen roads report no difference in the amount of ballast required per mile per
year due to different types of material. Eight roads estimated that 25 percent less of
A-type ballast was required as compared to their second preference or B-type material.
17. Comparative costs of maintaining track on various types of ballast.
Comments from six roads are listed below:
Labor cost more where limestone and gravel are used as compared to chat.
Labor cost index — slag 0.9S ; rock 1.00; gravel 1.30.
Labor cost index — chat 884; rock 1000; gravel 9975.
Cinders — most expensive ballast.
For heavy traffic, stone and slag will cost less per year.
In gravel ballast, labor costs average ii percent higher than where crushed limestone
is used.
* * *
Nine roads furnished cost data for ballast and track labor accounts 218 and 220,
as well as tonnage covering a 10-year period for territories where the type of ballast
used remained substantially the same (75 percent or more) during that time. For pur-
poses of comparing this information with chat and gravel lines, crushed slag and stone
were considered in the same class. While only 25,777 miles of main tracks were included
in this study, the 9 roads represent widely separated locations and diverse conditions.
Exhibit "A" shows the average annual cost per million gross ton miles per mile of
main track for:
464
Economics of Railway Labor
EXHIBIT A
u
<
cc
^ o
tf ULI
UJ _j
o a.
260
250
240
230
220
210
200
190
180
170
UJ
Ul
o.
o
o
^^
1
to
-J
—1
cc
00
UJ
o.
o
— S-*
" 130-
5 120-
110-
100-
90-
80-
70-
60-
50-
40-
30-
11
COS
«/» H-
o o
o ^
oe OS
<X vO
CO >
T.L.&S.«143
T.L&S.*191
T.L.&S*233
BALLAST «24
I BALLAST »22
BALLAST 'IB
ROCK
CHAT
GRAVEL
COST PER YEAR OF BALLAST MATERIAL AND TRACK LAYING AND SURFACING
PER MILLION GROSS TON MILES PER MILE OF MAIN TRACK
10YEAR AVERAGES- 1943-1952 OR 1944- 1953
DATA FROM
25,777 MILES OF MAIN TRACK ON 7 RAILROADS
Economics of Railway Labor 465
a. Ballast. (Account 218).
b. Track Laying and Surfacing. (Account 220).
It is recognized that density of traffic is only one important factor in the amount
of ballast and track labor required; also, these figures represent only the lines reporting
for the particular period and can only be accepted as a guide in preparing similar studies
covering other lines and periods.
Conclusions
For heavy and medium-heavy -traffic lines, crushed stone and slag ballast meeting
.\RE.\ specifications, with maximum size of V/z in and uniformly graded, is the prefer-
ence of most railroads, based on overall economic consideration.
For medium and light-traffic lines, chat, and in some cases crushed gravel, are the
most economical ballast materials.
Except for special requirements, most roads prefer ballast materials for general use
within a size range of from ^ in to l^A in.
Definite economies in railway labor can be derived by using the most suitable types
of ballast, and it is believed that individual roads can profit from a study of the subject
on the basis of factors existing on their lines.
Report on Assignment 5
Labor Economy of Renewing Ties by Use of Proper Equipment,
Methods and Organization
L. A. Loggins (chairman, subcommittee), H. C. Archibald, E. J. Brown, J. A. Bunjer,
R. H. Carpenter, P. A. Cosgrove, C. G. Davis, M. H. Dick, J. E. Eisemann, H. J.
Fast. J. L. Fergus, L. C. Gilbert, W. H. Hoar, Claude Johnston, N. M. Kelly, W. I.
King, Roy Lumpkin, J. F. McCook, E. H. Mcllheran, T. E. MacMannis, W. H.
Miesse, H. C. Minteer, J. P. Morrissev, R. W. Pember, J. A. Pollard, R. R. Pregnall,
Jr., L. F. Racine, R. B. Radkev, L. H. Rose, D. E. Rudisill, R. R. Smith, P. V.
Thelander, H. J. Weccheider, H. M. Williamson, F. R. Woolford, C. R. Wright.
Your committee submits the following report of progress in the study of methods,
equipment and organization used in the replacement of track ties. A previous report
on this subject may be found in the Proceedings, Vol. SS, 1954, pages 531 and 532.
Thirty-two railroads furnished information outlining the methods, equipment and
organization used to replace ties. AH of these roads use section gangs to replace ties.
Twenty-seven use extra gangs in addition when making renewals incident to out-of-face
resurfacing work. Six roads — the Atchison, Topeka & Santa Fe, Boston & Maine, Nash-
ville, Chattanooga & St. Louis, New York Central System, and the Southern Pacific
Lines in Texas and Louisiana — also use special gangs organized for the purpose to renew
some of their ties.
On practically all of these railroads ties are inspected and marked to be replaced,
by section foremen and either roadmasters or track supervisors, and, in most cases, they
are also checked by other officers. On the Illinois Central an experienced maintenance-
of-way employee, having specialized tie knowledge and accompanied by a section foreman
or supervisor of track, makes inspections and marks ties to be replaced. On the Santa Fe
a tie department inspector inspects and marks those ties which are to be renewed by the
tie gangs and resurfacing gangs, but the section foremen and roadmasters inspect and
mark those to be renewed by others.
4o6 Economics of Railway Labor
On most of the railroads reporting, ties are handled to the job site by work train
or local freight when available. Otherwise they are unloaded at stations or sidings and
later distributed by track car. Ties are loaded loose and are unloaded by hand, except
on four roads where some ties are banded and handled with cranes. All report the use
of gondola cars, but some also use flat, box and stock cars to some extent. Special tie
cars are used on the Santa Fe, New York Central and Western Pacific, and it is believed
that, after further study and improvement, the use of special tie cars will produce
substantial savings.
The reports indicate substantial savings to be made by unloading ties from work
train or local freight at the job site, instead of unloading at stations or sidings and later
distributing them by track car.
The use of specially organized and equipped tie gangs on six railroads indicates the
following percentages of reduction in cost from the conventional method with hand tools:
Santa Fe SS
B&M 42
NYC — (Comparative data not furnished)
Southern 67
SP in Texas & Louisiana 22
The Santa Fe and B&M gangs are equipped with more mechanical tools and pro-
duce greater savings than the partially mechanized gangs on other railroads. NC&StL tie
gangs use only hand tools but show substantial savings over the use of ordinary section
gangs with hand tools, because it has been found that gangs which perform tie renewals
every day become more skilled and adept at it than those used only periodically for the
purpose.
The Delaware, Lackawanna & Western handles tie renewals on a cycle basis and uses
a highly mechanized 70-man gang for heavy main-hne tie replacements in connection with
raising and resurfacing track. This gang averages resurfacing 120 rails per day with tie
replacements averaging 700 per day. The practice of the DL&W is to remove all ties
which will not last 6 or 7 years, and many of the recovered ties are used in yard tracks.
The roadmasters or supervisors mark the ties to be replaced. The ties are loaded loose
in drop-end gondola cars, are delivered to the job by work train, and are unloaded
with a tractor crane. Old ties are picked up in the same manner.
This study indicates that substantial economies are to be gained by the use of
properly organized and equipped gangs to renew ties. It is believed that other railroads
will adopt the use of special tie gangs for renewing some of their ties, and that ideas for
special tie-handling cars will be developed. It is recommended that this subject be
continued.
Economics of Railway Labor 467
Report on Assignment 6
Labor Economies of Various Mechanical Methods of Tamping
and Equalizing Ballast, Including the Double
Shifting of Machines
Claude Johnston (chairman, subcommittee), A. D. Alderson, B. V. Bodie, R. H. Car-
penter, G. E. Chambers, A. B. Chaney, C. G. Davis, J. E. Eisemann, H. J. Fast,
J. L. Fergus, G. L. Harris, W. H. Hoar, G. W. Hunt, H. W. Kellogg, W. I. King,
L. A. Loggins, J. S. McBride, J. F. McCook, T. E MacMannis, W. H. Miesse,
C. R. Montgomery, J. P. Morrissey, J. A. Pollard, R. R. Pregnall, Jr., R. B. Radkey,
C. W. Reeve. M. S. Reid, D. E. Rudisill, W. H. Vance, H. J. Weccheider, H. M.
Williamson, C. R. Wright.
Your committee submits the following report of progress in studies made of the
economies of various methods of mechanical tamping and equalizing ballast. For the
purpose of this report, a power tamper is defined as an on-track machine with power-
operated and controlled tamping mechanism.
While the committee has not previously reported in detail on this subject, it is men-
tioned in the Proceedings, Vol. 53, 1952, page 355, in the report on Labor Economies
of Various Methods of Tamping Track. This report compared the relative advantages
of power-tamped track to track tamped by hand, and pointed out that the savings to be
derived from power tampers were in direct proportion to their availability and allowable
working time.
As the basis of our current report, a questionnaire was prepared and sent to 59
railroads. This questionnaire requested information on the number and kind of power
tampers in use, class of track worked, size of gang, and raise recommended for each
type of machine. The railroads were also asked to state the average production and
number of hours of working time per day.
Types of Machines
Replies to the questionnaire were received from 48 railroads. Of these only 4 indicated
that they did not own power tampers. However, 2 of these railroads had used them
on a rental basis.
A total of 425 power tampers were reported in use by 44 railroads. These were
listed according to their manufacturer as follows: Type A, 167; type B, 64; type C, 61;
type D, 12; type not specified, 119 (this group included 1 or more of types listed above).
One railroad is using 2 machines made in its own shops. Only 2 railroads reported
using all 4 types. One of these has 61 machines in service. Six railroads stated that they
had 20 or more power tampers in operation.
Scope of Use
All railroads reported that the principal use of power tampers was for out-of-face
surfacing or raising main-line track. However, 27 railroads use the machines on branch-
line or secondary class tracks for out-of-face surfacing operations, and 20 railroads use
them for spot work and smoothing. Thirty-six railroads indicated that tampers were
operated under traffic on double track, and 28 railroads stated that the detour method
was used on double track.
Only seven railroads reported that they were required to use train crews or
conductor-pilots to furnish flag protection for tampers. Most of these stated that the
4b8 Economics of Railway Labor
use of transportation department crews did increase the cost of operation, but not to an
extent that would curtail or prohibit use of power tampers. Only one railroad stated
that the presence of train crews resulted in increased production.
Maintenance
All railroads reported that preventive maintenance was a daily task of the tamper
operator. This included lubrication, which was the most important feature mentioned in
answer to the question covering preventive maintenance.
All railroads maintain an adequate supply of spare repair parts. This stock is based
on manufacturers' recommendations as well as experience of the railroads in operating
the tampers. Only six railroads stated that a repairman was kept on duty full time with
a tamper during operation. The remainder of the railroads reporting stated that division
mechanics and maintainers were available on short call when needed for emergency
repairs. Periodic field inspections were made by division, as well as system, equipment
maintainers. General overhaul is done by some railroads during winter months when
machines are not operating. One southeastern railroad makes a practice of exchanging
principal operating units of type C machine on a cycle basis, in the field, during week-
ends when the gangs are off duty. Compressors, power units and tamping units are then
given a general overhaul in the shop and returned to the next machine in cycle.
A high degree of availability was reported for all four types of machines. No attempt
was made to analyze maintenance costs for any type of machine.
Methods of Operation
The number of hours per day that power tampers were worked varied from 3J^
to 6, with most railroads reporting an average of S hr.
The maximum track raise recommended by railroads reporting varied from IJ^ to
10 in. The maximum size of ballast being used was 2^^ in. There was a wide variety
of track raises suggested as the best general practice ; however, raises from 13^ to 3 in
were most reported.
Eighteen railroads reported that the type of machine controlled or influenced the
minimum raise, but no specific trend of this influence could be attributed to any par-
ticular type of machine in use. All but six railroads reported that the size of ballast
controlled the minimum raise, and these railroads generally suggested a maximum raise
of over 6 in. Machine-type C, was recommended for the lowest raise, this being from 0
to 54 ill-
Reports on the average footage tamped per day, including track lining, varied from
1250 to 4000 ft where tampers were used as single units. Average daily production for
2 machines operated in tandem ranged from 2000 to 5400 ft.
The sizes of gangs used with power tampers varied from 4 to 45 laborers for single-
unit operation, and from 22 to 70 laborers for tandem operation.
Twenty-seven railroads indicated that ties were installed during surfacing operation
with tampers, and 10 railroads reported that gangs varying from 8 to 20 laborers, in
addition to a surfacing gang, were used for lining and follow-up operation. Five rail-
roads reported that lining was done with a machine, using from 3 to 5 laborers.
Twenty-two railroads stated that road crossings and switches were brought to final
surface during the surfacing operation.
Most railroads reported that no figures were available as to the cost per foot for
surfacing with power tampers. Several railroads reported essentially the same amount
of track surfaced in equal periods of time and under the same general conditions as to
installation of ties and surfacing through grade crossings.
Economics of Railway- Labor 469
Most railroads arranged to unload ballast ahead of the surfacing operation, and all
but three of the railroads reporting used some type of machine to equalize the ballast
section after the tamping operation. Approximately one-half of the railroads do some
preparatory regulating or equalizing before tamping, in addition to equalizing after
surfacing is completed.
No report was made on double shifting of machines, as only one railroad was known
to have developed this practice to any great extent, and the committee feels that this
portion of the assignment can be covered at a later date.
Conclusion
The use of power tampers has resulted in substantial savings, not only in productive
time but also in the uniform compaction of ballast under the ties, which results in
longer inter\-als between out-of-face surfacing raises.
The extent to which the potential economies of a power tamper can be realized is a
problem for each individual railroad. Since this machine is essentially a labor-saving
device, the extent to which gangs can be reduced and still maintain production under
varying local conditions is a direct measure of the labor economies of the power tamper.
Although this study is incomplete, it indicates that substantial economies can be
gained by using power tampers. It is recommended that the study be continued.
Report of Committee 3 — Ties
p. D. Brentlinger,
F. J. Fudge
L. C. COLLISTER,
Chairman,
W. E. Fuhr
Vice Chairman,
J. E. Armstrong, Jr.
R. F. Garner
R. H. Paschal
C. S. Burt
L. E. GiNGERICH
D. E. Patton
W. J. Burton
C. L. Heimbach
Arthur Price
G. B. Campbell
B. D. Howe
W. C. Reichow
CM. COATES
M. J. Hubbard
N. B. Roberts
E. L. COLLETTE
R. P. Hughes
H. S. Ross
B. S. Converse
C. E. Jackman
N. A. Salzano
R. L. Cook
G. R. Janosko
C. V. Schutt
R. W. Cook
H. W. Jensen
E. F. Snyder
B. E. Crumpler
L. W. Kistler
S. Thorvaldson
L. P. Drew
C. M. Long
C. D. Turley
H. R. Duncan
Roy Lumpkln
G. A. Williams
A. K. Frost
T. 0. Manion
R. G. Wintrich
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1 . Revision of Manual.
Progress report, submitted as information page 472
2. Extent of adherence to specifications.
Progress report, presented as information page 472
3. Substitute for wood ties.
No report.
4. Tie renewals and cost per mile of maintained track.
Progress report, presented as information page 47.5
5. Methods of retarding the splitting and the mechanical wear of ties, including
stabilization of wood, collaborating with Committee 5, and the National
Lumber Manufacturers Association.
Oral report to be made at annual meeting.
6. Bituminous coatings of ties for protection from the elements.
Progress report, presented as information page 47.5
7. Causes leading to the removal of ties.
Progress in study, but no report.
8. End splitting of hardwood ties.
Brief progress report, submitted as information page 475
9. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools and equipment, collaborating with Committee ,5-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
The Committee on Ties,
P. D. Brentlinger, Chairman.
AREA Bulletin 519, December 1954.
471
472 Ties
Report on Assignment 1
Revision of Manual
L. P. Drew (chairman, subcommittee), P. D. Brentlinger, W. J. Burton, E. L. CoUette,
R. L. Cook, H. R. Duncan, B. D. Howe, Roy Lumpkin, C. D. Turley, R. G.
Wintrich.
This is a progress report, submitted as information.
Study by your committee of the material now included on pages 3-1-12, 3-1-13
and 3-1-14 of the Manual indicates that some revisions are necessary to bring it up to
date.
The Specifications for Devices to Control the Splitting of Wood Ties, beginning on
page 3-1-12, are limited in Art. 1. Scope, to "anti-splitting irons" only. Other devices
or means of controlling splitting have been tried with some success. Your committee
has assembled data based on experience by several roads, but it is felt that the informa-
tion is not sufficiently conclusive to warrant a revision in the specifications at this time.
It is planned to continue our studies.
On page 3-1-14, Application of Anti-splitting Devices, reference is made to hardwood
ties only. On inspection trips through tie yards and of ties in test sections it has been
noted that considerable splitting occurs in softwood ties as well. Tie service records of
softwood ties also show a rather large percentage of ties removed because of splits.
It is, therefore, the opinion of your committee that consideration should be given
to the splitting of all ties regardless of species, and it is planned to continue our studies
along these lines.
Some of the devices and methods for controlling splitting being considered are:
1. Steel dowels.
2. Steel bands.
3. Incising prior to seasoning.
4. End-sealing compounds.
5. Vapor drying.
6. Seasoning under cover.
7. Kiln drying.
Report on Assignment 2
Extent of Adherence to Specifications
P. D. Brentlinger (chairman, subcommittee), C. S. Burt, G. B. Campbell, R. L. Cook,
H. R. Duncan, A. K. Frost, F. J. Fudge, L. E. Gingerich, R. P. Hughes, C. E.
Jackman, G. R. Janosko, L. W. Kistler, R. H. Paschal, Arthur Price, N. A. Salzano,
R. G. Wintrich.
This is a progress report, presented as information.
Members of Committee 3 inspected stocks of ties at four treating plants during
1953. One trip was made in June and the other in October. The plants are located in
Missouri, Texas and Illinois, and had on hand approximately one million ties in storage
for six railroads. The ties were mainly oak, with some gum and other hardwoods produced
in Arkansas, Illinois, Kansas, Missouri, Ohio, Oklahoma, Tennessee and Texas.
Due to curtailed procurement programs tie stocks were generally low. The quality
and sizing of the ties was considered to be in accordance with AREA specifications.
Ties 47^
Report on Assignment 4
Tie Renewals and Costs per Mile of Maintained Track
L. W. Kistler (chairman, subcommittee), J. E. Armstrong, Jr., R. W. Cook, C. M. Long.
D. E. Patton.
This is a progress report, presented as information.
The annual statistics compiled by the Bureau of Railway Economics, AAR, giving
information regarding the number and costs of cross ties laid in maintenance in 1953,
are shown in Tables A and B in Bulletin 516, June-July 1954, following page 215. These
tables will also appear following page 215 in the Proceedings, Vol. 56, 1955. According
to these statistics, three regions increased and five regions decreased renewals in 1953 as
compared with 1952. For the United States tie renewals decreased, the decrease being
808,864 ties, or 2.7 percent.
The average cost of ties shown in Col. 7 of Table A increased in all regions except
the New England, the average of 1953 over 1952 in the United States being 11 cents,
or 3.4 percent.
Although there was a decrease in tie renewals, this was more than offset by the
increase in unit cost, so that the average cost of ties per mile of maintained track increased
$4 in 1953, to a total of $300.
In 1953 the S-year average number of ties renewed per mile of maintained track
was 90, indicating an average service life of over 33 years. It should be of interest to
know that this 5-year average per mile has decreased everj' year since 1946 when it was
134 ties (representing 22.4 years of life). Thus in seven years the indicated service life
average has been increased 50 percent.
Report on Assignment 6
Bituminous Coating of Ties for Protection from the Elements
E. F. Snyder (chairman, subcommittee), J. E. Armstrong, Jr., L. C. Collister, B. S. Con-
verse, R. W. Cook, B. E. Crumpler, F. J. Fudge, R. F. Garner, M. J. Hubbard,
R. P. Hughes, H. W. Jensen, T. O. Manion, R. H. Paschal, C. D. Turley, G. A.
Williams.
This is a progress report, submitted as information.
1952 Questionnaire
Forty-one repUes were received in response to a questionnaire sent to 54 railroads
on February 25, 1952, to ascertain the extent that railroads represented in the Associa-
tion were using tie coatings. Answers to the questionnaire were published in Bulletin 505,
December 1952 (Proceedings, Vol. 54, 1953, page 628).
The questionnaire indicates that tie coatings as a means of extending tie life are
receiving favorable consideration. Material applied to the tops of ties in track as early
as 1943 (Illinois Central asphalt coated track test) is still providing protection. The
economic value of these applications has not been established.
Laboratory Tests
The National Lumber Manufacturers Association, in conjunction with the Associa-
tion of American Railroads, has conducted a series of experimental tests to evaluate the
474 Ties
ability of certain tie coating materials to reduce splitting and checking of ties. The latest
report on these tests, dated December 4, 1Q53, indicates that a number of the materials
have been under test for more than SO months and are still giving serviceable protection
to the tie surface. Other materials in this test show very definite weathering and thinning
Tests on some of the original materials have been discontinued for one reason or another.
In reading this report and its accompanying tables it must be kept in mind that
though a number of the materials have weathered to the extent of exposing a considerable
area of tie surface, some of these coatings are still filling the cracks and checks in the tie
surface, and to this extent are performing their primary duty, which is to keep the cracks
from enlarging. However, the tie surface is no longer entirely sealed to prevent moisture
loss and it is conceivable that checking and splitting will occur in these exposed areas.
Field Test on the Louisville & Nashville Railroad
Field tests conducted by the AREA and NLMA as a joint study in conjunction with
studies by Committee 5 — Track, of tie wear at London, Ky, on the L&N, have indicated
that the coating of ties does reduce checking and spHtting. These tests are in their third
year and are reported in the National Lumber Manufacturers Association's report of
December 4, 1953. They show that complete coverage of the top and end surfaces of ties
will hold the moisture content in the top surface fairly uniform, which should prevent
surface checking of the wood due to alternate drying out and re-absorbing moisture,
which is the case where ties are unprotected.
Roadway and Ballast 1953 Report
AREA Committee 1 — Roadway and Ballast, reported in Bulletin 514, February
1954 (Proceedings, Vol. 55, 1954, page 664), on the asphalt seal coat applied to a section
of track on the Illinois Central Railroad near Manteno, 111.
The seal coat was applied to keep dirt, cinders and moisture out of the ballast, and
the sealing of splits and checks in the ties in this test section was incidental. Final inspec-
tion in 1953 showed that there has been an extension in tie life, as the renewal require-
ments for the test section have been half those for the adjacent track. It was also found
that the heavy grade hot asphalt seems to adhere to the ties better than the cold mix
materials subsequently used for patching purposes during the 10-year period of the test.
The report states that additional substantiating data will be required before a general
conclusion can be reached.
Track— 1953 Report
AREA Committee 5— Track, reported in Bulletin 514, February 1954, on page 746
(Proceedings, Vol. 55, 1954), on a tie-coating test conducted on the Louisville & Nash-
ville Railroad which has been in progress since July 1950. This is the same test referred
to in the National Lumber Manufacturers Association report of December 4, 1953.
The subcommittee has developed a formula to determine the efficiency factor for
the coating with respect to its ability to keep checks and splits covered. The test is
incomplete, but it has been found that the coating is effective in retaining a high moisture
content in the top of the ties.
Cost to Apply Coating Material
The cost per tie in applying various coatings on an out-of-face basis available at
this time covei's experimental field installations, and there is a great deal of variation in
the cost of material and method of application. An out-of-face application of one or
more miles of track under normal maintenance conditions will be required for a true
picture of these costs.
Ties 475
Specifications for Coating Materials
Tentative specifications have been developed jointly by the two Associations (AAR-
NLMA). These specifications cover coating materials which may be applied without
heating and require materials of special properties so that they may be cut back in a
solvent and flow readily at temperatures as low as SO deg F. The specifications have
been developed through laboratory tests in cooperation with the manufacturers who have
submitted different materials for tests at the laboratory and in the field. These specifica-
tions need further study, and your subcommittee believes that Committee 3 must give
serious consideration to the development of the specifications to include the application
of heated materials and that tests should be conducted jointly with the NLMA to develop
such materials.
Recommendations
1. Your subcommittee recommends that tests be continued on tie coatings under
the present joint arrangement between the National Lumber Manufacturers Association
and the Association of American Railroads.
2. That the tentative specifications be amended to include materials which can be
applied hot to the tie surface to provide a larger field to manufacturers of tie coating
products in order to develop a low price material which can be applied out-of-face in
the track at relatively low cost.
J>. That a questionnaire be circulated in 19SS to find what the results have been
for the individual coating tests now being conducted by individual railroads.
Report on Assignment 8
End Splitting of Hardwood Ties
.■\. K. Frost (chairman, subcommittee), C. M. Coates, B. E. Grumpier, W. E. Fuhr,
C. L. Heimbach, C. E. Jackman, G. R. Janosko, Roy Lumpkin, T. 0. Manion,
A. Price, M. C. Reichow. N. B. Roberts, C. V. Schutt, E. F. Snyder, S. Thorvaldson.
This is a progress report, submitted as information.
Your committee has recommended to the Board Committee on Outline of Work
that the title of Assignment 8 be changed from "End Splitting of Hardwood Ties" to
"End Splitting of Cross and Switch Ties", and that the study of this assignment give
consideration to all classes of cross ties and switch ties.
A questionnaire calling for information concerning experience with, and treatment of,
end splitting of cross ties and switch ties was mailed to the railroads represented on
Committee 3. Replies have been received, are now being summarized, and a further
report will be forthcoming.
)
Report of Committee 29 — Waterproofing
T. M. VON Sprecken,
Chairman,
A. L. Becker
S. P. Berg
D. E. Bray
Lyle Bristow
R. J. Brueske
M. W. Bruns
W. H. Bunge
A. E. C A WOOD
R. A. M. Deal
L. P. Drew
O. E. Fort
E. T. Franzen
Nelson Handsaker
W. G. Harding
W. H. Hoar
E. A. Johnson
J. A. Lahmer (E)
J. F. Marsh
R. L. Mays
B. J. Ornburn
Henry Seitz, Vice Chairman,
h. a. p asm an
Milton Pikarsky
r. d. powrie
W. E. ROBEY
F. S. Schubert
R. I. SiMKINS
J. P. Walton
C. A. Whipple (E)
K. B. Woods
Committee
(E) Member Emeritus.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including recommended revisions page 47S
2. Waterproofing materials and their application to railway structures, col-
laborating with Committees 6, 8 and IS.
Progress report, presented as information page 470
3. Waterproofing coatings to prevent concrete deterioration, collaborating with
Committees 6 and 8.
No report.
4. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools and equipment, collaborating with Committee 3-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
The Committee on Waterproofing,
T. M. voN Sprecken, Chairman.
AREA Bulletin 519, December 19.S4.
477
478 Waterproofing
Report on Assignment 1
Revision of Manual
Henry Seitz (chairman, subcommittee), R. J. Brueske, M. W. Bruns, R. A. M. Deal,
E. T. Franzen, R. L. Mays, H. A. Pasman, R. D. Powrie, F. S. Schubert, J. P.
Walton.
Your committee offers the following recommendations with respect to the Manual;
Pages 29-4-1 to 29-4-5, incl.
SPECIFICATIONS FOR WATERPROOFING COATINGS
FOR EXPOSED CONCRETE SURFACES
Reapprove with the following changes:
Page 29-4-2. Delete Art. 4, Sec. C and substitute the following:
4. Fabricating
The fresh concrete shall be thoroughly mixed either mechanically or by hand, care-
fully placed and rodded in molds forming test specimens measuring 1 in by 3 in by
8 in. The specimens shall be cast with the 3-in dimension as the vertical dimension. The
molds shall be covered with damp cloths for 24 hr, after which time the specimens shall
be removed from the mold and then be cured in fresh water at room temperature for
7 days. The specimens shall then be removed, all surface moisture blotted or wiped off,
and weighed (Wi). At this weighing the specimen is assumed to be holding all the
moisture that it can hold under these test conditions.
Page 29-4-4. Delete Art. 2, Sec. E and substitute the following:
2. Requirements for Acceptance
The acceptance of a waterproofing coating shall be determined by the ability of the
coating to prevent the absorption of water by the test specimens.
The capacity of the specimen for the absorption of water before the immersion test
shall be measured by the difference in weight Wi of the specimen (Sec. C, Art. 4) and
the weight W2 when prepared for coating (Sec. D, Art. 1). This difference in weight to be
expressed as D ; that is, D = Wi — W,.
The capacity of the specimen for the further absorption of water after the immersion
test shall be measured by the difference in weight Wi of the specimen (Sec. C, Art. 4)
and the weight W, of the specimen after the immersion test (Sec. E, Art. 1) less the
weight W,. of the coatings (Sec. D, Art. 5). This difference in weight to be expressed
as d; that is, d=W, — {W, — W..).
Waterproofin g 47M
Report on Assignment 2
Waterproofing Materials and Their Application to Railway
Structures
Collaborating with Committees 6, 8 and 15
Nelson Handsaker (chairman, subcommittee), A. L. Becker, D. E. Bray, W. H. Bunge,
A. E. Cawood, E. T. Franzen, E. A. Johnson, J. F. Marsh, B. J. Ornburn, Milton
Pikarsky.
Your committee presents the following progress report, which is submitted as infor-
mation. The report is descriptive in nature and is intended to familiarize the reader with
the progress made to date on the investigations of bituminous waterproofing coatings and
of waterproofing membranes. Final data have been taken for some tests of the former
but these will be deferred until a final report is made.
WATERPROOFING BITUMENS
The investigation of waterproofing bitumens was initiated by your committee to
learn more about their properties with a view toward revising our specifications where
necessary to bring them up to date. Some changes have been made which were approved
by the Association in 1953 and now appear in the new Manual. The most important
of these were the changes in the specifications for asphalt for saturant and mopping
above ground, which were made so that more manufacturers would be able to supply
such an asphalt. Such changes as were made may or may not be permanent, depending
on the results of the current investigation.
The work is being conducted at Purdue University by J. B. Blackburn under the
general supervision of the .\.\R research staff at the request of your committee.
Types of Bitumens Under Investigation
Specific requirements are included in the specifications for above and below-ground
asphalts, as well as requirements for emulsions that are in question, so each of these
types is being studied. In addition, coal tar pitches are included to obtain a complete
picture of the specification materials. Some 30 proprietary coatings were added to obtain
information on new products and products not covered by our present specifications.
The above and below-ground asphalts are to be compared with comparable grades of
.\STM asphalts and clay-type emulsions with soap- or chemical-type emulsions.
The Testing Program
The data from three different tests have been obtained to date. These tests were
(1) an immersion test for a period of a year; (2) an outdoor weathering test on the
above-ground materials; (3) a laboratory weathering test on the above-ground materials
involving a carbon-arc weathering machine.
The Long-Time Immersion Test
The immersion test has been by far the most time consuming and diflicult to carry
out. Methods of application of the coatings, handling the specimens, and weighing, all
had to be devised and altered until satisfactory. The test consists of applying a coating
on a concrete specimen measuring 3-in diameter by 6-in high, with a suspension wire
480 Waterproofing
embedded in the top of the specimen. The specimens were suspended in water and
weighed at 30-day intervals for a year. The coating thickness varied between approxi-
mately O.OSS and 0.075 in.
Briefly, the results show that there is no significant difference between the efficiencies
of comparable grades of AREA and ASTM asphalts for above and below-ground use.
The efficiencies of these grades compared favorably with the efficiencies of tars and
of asbestos-filled asphaltic cutbacks, while the efficiencies of filled asphaltic or tar emulsions
varied from good to very poor. Unfilled cutbacks and emulsions were uniformly very
poor, indicating that they should not be used where it is important that water should
not pass through the coating.
The Outdoor Weathering Test
All of the coatings that are suitable for above-ground use were subjected to the out-
door weathering test. This test consisted of applying the coatings approximately 0.025 in
thick on 1 face of slab-like concrete specimens measuring 1 by 3 by 8 in. These
specimens were placed on a rack having a southerly exposure and a slope of 1 to 1.
After weathering from Sept. 28, 1953, to Sept. 28, 1954, the following observations
were made. One year of weathering is not adequate really to evaluate the weathering
properties of the various bitumens, and there does not appear to be any visible difference
between the above-ground AREA and ASTM asphalts. Neither shows any signs of
deterioration to date.
The above-ground coal tar pitches flowed off the specimens until they were no more
than about O.OOS-in thick. The coating that remains shows a typical weathering pattern
for tar, but no deterioration is visible.
One specially processed asphaltic cement, similar to AREA above-ground asphalts,
was so soft that flow wrinkles formed in the surface of the coating, but again no
deterioration occurred.
It was realized at the outset that such a test as this would be of a long-time nature,
but knowing how the various bitumens weather naturally will be valuable in helping to
devise an accelerated laboratory weathering test.
The Carbon-Arc Weathering Test
This is an accelerated laboratory weathering test utilizing an electric arc as a source
of light rays of approximately the same wave length as the light rays from a noon-day
sun along the Florida coast, but of greater intensity. The specimens for this test were
similar to those used in the outdoor weathering test. They were placed in the rack with
a slope of approximately 1 to 1^.
The carbon arc generated a considerable amount of heat, so the temperature of the
coated surfaces was in the range of 160 to 180 deg F. This high temperature caused the
AREA above-ground asphalts, the coal tar pitches, and the soap-type emulsions to flow
off the coated surfaces and thus very little was learned of their resistance to this type
of weathering.
The ASTM above-ground asphalts did not flow from the surface, and small cracks
began to appear after approximately 350 hr of exposure. The products least affected by
the test were asbestos fiber filled asphaltic cutbacks, asphaltic and coal tar emulsions
containing asbestos fibers, and the clay-type asphaltic and coal tar emulsions. None of
the coatings of these types showed any visible weathering after 1000 hr of exposure. It is
expected that these observations and future observations from the outdoor weathering
test will provide the basis of modifying the carbon-arc weathering machine. This is neces-
Waterproofing 481
sary if the carbon-arc weathering is to resemble the weathering obtained from the more
time consuming outdoor weathering test.
Future Investigation
Several additional tests are in the exploratory and development stage at present.
Possibly the most important of these is an investigation of the temperature susceptibility
of the several types of waterproofing bitumens. Such a study will involve testing the
bitumens at various temperatures and in different ways to estabhsh their behavior when
subjected to changes in temperature.
Wherever practicable, future investigation of the bitumens will be correlated with
the work on membrane waterproofing currently under way at the AAR Research Labora-
tory so that the two investigations will complement each other. It is anticipated that
there will be a need for some investigative work on bitumens as a result of the tests on
prepared membranes.
Conclusions
Some basic information has been obtained about the types of bitumens that were
chosen for this study which will serve as a guide for future work. In general it appears
that there is no difference in the waterproofing abilities of the AREA and ASTM above-
ground asphalts. However, the ASTM asphalts are less susceptible to flow, and as yet
there is no indication that such asphalts are any less durable than the softer AREA
asphalts. Of the emulsions, the clay type is indicated as being less susceptible to flow
than the soap type, but again there was no other evidence of superiority. Neither type
of emulsion was effective as a waterproofing coating, but this was expected. The best
all-round performance to date has been obtained with asbestos fiber filled asphaltic
cutbacks. These coatings were equally as effective as the AREA and ASTM above-ground
asphalts and showed excellent durability in the weathering tests. The filled asphaltic
and tar emulsions were equally as durable but show erratic results in the long-time
immersion test.
The course of future testing will be guided by the results to date and will be closely
correlated with the membrane testing. Your committee feels confident that the infor-
mation which is being obtained from these investigations will ultimately lead to better
specifications for waterproofing bitumens, and at the same time make us all more aware
of this important phase of construction.
WATERPROOFING MEMBRANE
This investigation is being conducted by the AAR research staff. The study includes
two approaches. One is an examination of membranes which have been in service a
number of years, and the other is laboratory tests made under controlled conditions.
In the first approach, members have been requested to report when and where
membrane waterproofing, of at least a few years age, will be uncovered in the normal
course of repair work or additions so that it may be examined by a member of the AAR
research staff. One difficulty encountered in this approach has been to find as many
exposures as desired for observation. While there has not yet been a sufficient number
for examination to warrant definite conclusions, certain features are of such regular
occurrence that it seems this phase of the study will be useful in establishing common
faults. It now appears that most leakage is not through the membranes, but occurs at
the edges. This is especially true on bridge decks where the membrane extends part way
482 Waterproofing
up a curb or similar surface. The bond is broken at this point, allowing the entrance
of water which spreads under the membrane.
In the second approach, the laboratory testing of waterproofing membranes has
been a more difficult problem than it might at first appear to be. Since there is no
recognized method for testing such membranes, it has been necessary to develop apparatus
and test methods. This is complicated by the number of variables that must be controlled
and by the number of features it is desired to study.
An apparatus has been designed and assembled, and after a few trials modifications
and additions were made. All the problems with the apparatus have not yet been satis-
factorily solved, but it is believed that the equipment is approaching the final form that
will be used.
The test specimen consists of two concrete cylinders placed end to end and held
firmly in that position. Nuts on the end of a steel rod, passed through a pipe in the center
of the cylinders, holds the assembly tightly as a unit, the waterproofing membrane to be
studied being applied to the surface of the concrete cylinders. The specimen thus prepared
is inserted in a cylindrical steel tank, after which the nuts on the rods are removed
so the individual concrete cyHnders may be pulled apart, simulating the movement
of a crack or joint under the membrane.
Before pulling the specimen apart the cylindrical steel tank is filled with water.
Failure is considered to have occurred when there is leakage at the opening formed by
separating the two cylinders. The apparatus is designed so that there is an accurate
measurement of the opening formed, and the rate of movement can be controlled; also,
there is necessary control of the water pressure against the membrane and temperature
control of the test specimen.
It now appears that the temperature of the bituminous membrane is a highly critical
factor in its performance. There is still a question of the accuracy of results which can
be obtained with the apparatus, i.e., how good would the agreement be if several tests
were performed on the same material with the same conditions prevailing. When the
apparatus is deemed satisfactory it will be used to perform tests on membrane to study
such factors as the bituminous material used, the fabric used, the number of ply employed,
the effect of varying pressure, the effect of low temperatures, and new materials recently
developed and now on the market.
Report of Committee 8 — Masonry
W. R. Wilson, Chairman,
R. S. Bennett
M. W. Bruns
J. R. BURKEY
H. C. Charlton
M. COBURN (E)
T. L. CONDRON (E)
C. C. Cooke
G. H. Dayett
B. M. DORNBLATT
D. H. DowE
L. P. Drew
T. K. Dyer
G. F. Eberly (E)
W. J. Eney
J. A. Erskine
J. U. ESTES
A. B. Fowler
C. W. Gabrio
W. J. Galloway
R. W. Gilmore
J. F. Halpin
J. S. Hancock
R. Hayes
D. E. HOEFFEL
W. B. Jackson
A. C. Johnson
E. W. Kieckers
A. P. KOUBA
J. A. Lahmer (E)
A. N. Laird
J. F. Leppman
J. C. Lerret
W. C. Love
R. L. Mays
W. L. McDaniel
E. A. McLeod
R. N. Meyer
L. M. Morris
L. H. Needham
J. R. Nutter
R. Owen
D. B. Packard, Jr.
G. H. Paris
M. S. NoRRis, Vice Chairman,
D. Patterson
R. E. Paulson
R. B. Peck
J. E. Peterson
C. B. Porter
H. Posner
C. H. Splitstone (E)
W. T. Richards
L. J. Riekenberg
J. L. RlPPEY
J. H. Sawyer, Jr.
C. P. SCHANTZ
J. H. Shieber
D. H. Shoemaker
F. R. Smith
A. Tedesco
R. A. Ullery
N. Van Eenam
K. T. Wagoner
E. P. Wright
Comm,ittee
(E) Member Emeritus.
To the Am,erican Raihvay Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Principles of design of masonry structures, including design of masonry cul-
verts, collaborating with Committees 1, 5, 6, 7, 13, 15, 28, 29 and 30.
Final report on Specifications for Reinforced Concrete Culvert Pipe, sub-
mitted for adoption page 485
3. Foundations for masonry structures, collaborating with Committees 1,6, 7,
15 and 30.
No report.
4. Earth pressure as related to masonry structures.
Final report on Exploration of Foundation Conditions, submitted with
recommended affecting the Manual page 485
5. Tunnel linings: Design, construction and maintenance, collaborating with
Committees 1, 5, 28 and 29.
Progress in study, but no report.
6. Use of prestressed concrete for railway structures, collaborating with Com-
mittee 6.
Progress in .'^tudy, but no report.
483
484 Masonry
7. Methods for improving the quality of concrete and mortars, collaborating
with Committee 6.
Progress in study, but no report.
8. Specifications for the construction and maintenance of masonry structures.
Recommendations with respect to concrete in sea water and concrete in
alkali soils or waters, submitted for adoption page 486
9. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools and equipment, collaborating with Committee 3-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
10. Methods of construction with precast concrete members, collaborating with
Committee 6.
No report.
The Committee on Masonry,
W. R. Wilson, Chairman.
AREA Bulletin 519, December 19S4.
MEMOIR
Hfamcst jFuUon 12.eonarlJ
James Fulton Leonard, retired engineer bridges and buildings, Pennsylvania Railroad,
died at the Union Memorial Hospital, Baltimore, Md., on March 18, 1954. Interment was
in Sewickley, Pa.
Mr. Leonard was born on June S, 1879, in Salisbury, Md., the son of Col. William J.
Leonard, a Civil War veteran, and Isabella Staples (White) Leonard. He attended the old
Salisbury High School, and upon graduation became associated with his cousin. Dr.
E. Riall White, in the drug business under the firm name of White and Leonard. Deciding
to continue his education, he withdrew from the drug firm and entered Lehigh Univer-
sity, from which he was graduated in 1905 with the Degree of Civil Engineer.
After graduation he entered the service of the Pennsylvania Railroad, Lines West,
as a draftsman in the engineering department on July 1, 1905. He was advanced to the
position of assistant engineer of bridges in 1911, which position he held, with the excep-
tion of furlough time for U. S. MiHtary Service, until 1923, when he was promoted to
the position of engineer bridges and buildings, in which capacity he served until his
retirement in 1949.
Mr. Leonard married Miss Margaret Trimble of Sewickley, Pa. Mrs. Leonard died
several years ago. Their daughter, Mariette, is employed at the U. S. Embassy at Rome,
and Mr. Leonard lived with her for some time before his final illness. He is also survived
by his son, James F. Leonard, Jr., who is in the U. S. diplomatic service at Moscow,
Mr. Leonard was a prominent member of the Protestant Episcopal Church and
served as a vestryman in St. Stephen Episcopal Church in Sewickley.
He joined the AREA in 1925 and was a member of Committee 8 — Masonry, from
1927 through 1949. He was vice chairman of the committee from 1932 to 1937 and served
as chairman from 1938 to 1941. Under his leadership the committee progressed and
Masonry 485
presented many important reports which were valuable to the railroad industry. He also
served on other committees as follows:
Committee 25 — Waterways and Harbors, in 1946
Committee 26 — Standardization, from 1938 to 1941
Committee 28 — Clearances, from 1938 to 1941
As an engineer he enjoyed a fine reputation for his ability and broad experience and
judgement, and he was prominent in many important activities and projects in his official
capacity with the Pennsylvania Railroad and in collaborating with the Federal Govern-
ment as a representative of the American Railway Engineering Association. He was also
a Life Member of the American Society of Civil Engineers.
Mr. Leonard had a fine personality and was an outstanding member of his com-
munity, and of the railroad engineering field in this country. He had many friends and
he was highly esteemed by his associates. The Committee on Masonry expresses its deep
regret at his death.
Report on Assignment 2
Principles of Design of Masonry Structures, Including Design
of Masonry Culverts
Collaborating with Committees 1, 5, 6, 7, 13, 15, 28, 29 and 30
R. L. Mays (chairman, subcommittee), H. C. Charlton, J. U. Estes, J. S. Hancock,
A. P. Kouba, A. N. Laird, J. F. Leppman, J. R. Nutter, D. Patterson, J. H. Shieber,
A. Tedesko.
Last year your committee submitted, as information. Specifications for Reinforced
Concrete Pipe, which appear in the Proceedings, Vol. 55, 1954, pages 476 to 485, incl.
These specifications are now offered for adoption and inclusion in the Manual at the end
of Part 10 of Chapter S, with the following changes in Sec. C, Art. 5:
Delete the first sentence and replace with the following:
"If the sphces are not welded, the reinforcement shall be lapped not less than 20
diameters for deformed bars manufactured in accordance with ASTM Designation A-305,
and 40 diameters for cold-drawn wire and plain bars."
Delete the figure "48" in the sixth line of the paragraph and replace with the
figure "36".
Report on Assignment 4
Earth Pressure as Related to Masonry Structures
R. B. Peck (chairman, subcommittee), B. M. Dornblatt, J. A. Erskine, E. A. McLeod,
H. Posner.
Committee 1, with the collaboration of Committee 8, has prepared Specifications for
Test Borings, which were pubHshed in the Proceedings, Vol. 55, 1954, pages 622-628, and
will be submitted for adoption this year. To avoid duplication in the Manual, your
committee recommends that the Specifications for Test Borings now included in Part 3,
Chapter 8, pages 8-3-1 to 8-3-7, incl., be deleted when the A.s.sociation adopts the
Specifications for Te.st Borings prepared by Committee 1 .
486 Masonry
Report on Assignment 8
Specifications for the Construction and Maintenance
of Masonry Structures
R. E. Paulson (chairman, subcommittee), R. S. Bennett, T. K. Dyer, A. B. Fowler,
D. E. Hoeffel, N. L. Needham, J. E. Peterson, L. J. Riekenberg.
Your committee presents the following recommendations with respect to the Manual.
Pages 8-1-1 to 8-1-26, incl.
SPECIFICATIONS FOR CONCRETE AND REINFORCED CONCRETE
RAILROAD BRIDGES AND OTHER STRUCTURES
Delete Sees. N and O on pages 8-1-21 and 8-1-22, replacing with the following:
N. CONCRETE IN SEA WATER
1. Concrete
Concrete in, or exposed to, sea water shall be made with Type II or IIA cement.
Concrete in sea water from 2 ft below low water to 2 ft above high water, or from a
plane below to a plane above wave action, shall contain a minimum of 1^4 bbl (7 bags)
of Portland cement per cubic yard in place. Other concrete in sea water or exposed
directly along the sea coast shall contain a minimum of 1^ bbl (6 bags) of portland
cement per cubic yard in place. The net amount of mixing water used shall not exceed
the quantities shown in Table 1, Sec. J. Porous or weak aggregates shall not be used.
The concrete shall contain 3 to 6 percent entrained air. Either an air-entraining cement
or an air-entraining admixture may be used to produce the air-entrained concrete.
2. Depositing in Sea Water
Sea water shall not be allowed to come in contact with the concrete until it has
hardened for at least 4 days. Concrete may be deposited in sea water only when so
approved by the engineer.
3. Construction Joints
Concrete shall be placed in such a manner as to minimize the number of construction
joints, and all construction joints shall be made as described in Sec. I, Art. 4, and Sec. L,
Art. 9.
4. Cover on Reinforcement
Reinforcing steel ties or other corrodible metal shall be placed not less than 3 in
from any plane or curved surface, and at corners shall be not less than 4 in from adjacent
surfaces.
5. Protecting Concrete in Sea Water
Where severe climatic conditions or severe abrasions are anticipated, the face of the
concrete from 2 ft below low water to 2 ft above high water, or fr'om a plane below'
to a plane above wave action, shall be protected by stone of suitable quality, dense
vitrified shale brick as designated on the plans or as required by the engnieer, or in
special cases the protection may be creosoted timber.
Masonry 487
O. CONCRETE IN ALKALI SOILS OR WATERS
L Condition of Exposure
In territory where sulfate-bearing soil or sulfate-bearing water are known to occur,
concrete of one of the two following; classes shall be used, depending upon the severity
of conditions. Severity of conditions may be judged by the extent of deterioration which
has occurred to concrete previously used in the immediate vicinity or from the sulfate
concentrations found in either the soil or the water.
If existing concrete has deteriorated slowly during a period of several years, or if the
concentrations of water soluble sulfates in the soil are 0.1 to 0.3 percent, or if the sulfates
in the water are 150 to 3000 parts per million, the conditions are considered moderately
severe.
If deterioration of existing concrete has occurred rapidly during a period of only a
few years, or if the sulfates found in either the soil or the water exceed the values given
above, the conditions are considered severe.
2. Concrete for Moderate Exposure
Concrete for moderately severe sulfate exposure shall be made using either a Type II,
Type IIA, or a Type V portland cement with not less than 65^ bags per cu yd of con-
crete in place and not more than 5% gal of water per bag of cement. The concrete shall
contain 3 to 6 percent entrained air. Either an air-entraining cement or an air-entraining
admixture may be used to produce the air-entrained concrete.
3. Concrete for Severe Exposure
Concrete for severe sulfate exposure shall be made using a Type V portland cement
with not less than 7 bags per cu yd of concrete in place and not more than S gal of
water per bag of cement. The concrete shall contain 3 to 6 percent entrained air. An air-
entraining admixture shall be used to produce the air-entrained concrete.
Xote — Typ- V cement is not regularly stocked by most cement mills. It can usually be obtained
from mills which are manufacturing this type of cement on order for the U. S. Bureau of Reclamation.
If Type \' cement is not obtainable, a Type II or Type IIA cement may be selected which has the
lowest calculated tricalcium aluminatc content of the brands available.
4. Construction Joints
Concrete shall be placed in such a manner as to minimize the number of construc-
tion joints and all construction joints shall be made as described in Sec. I, Art. 4, and
Sec. L, Art. 0.
5. Cover on Reinforcement
Reinforcing steel or other corrodible metal shall not be placed closer than 2 in from
the surface of the concrete and 3 in coverage shall be used wherever feasible.
Report of Committee 17 — Wood Preservation
A. J. Loom, Chairman,
W. P. Arnold
W. W. Barger
J. A. Barnes
A. S. Barr
R. S. Belcher (E)
P. D. Brentlinger
Walter Buehler
C. M. Burpee
C. S. Burt
G. L. Cain
G. B. Campbell
H. B. Carpenter
L. C. Collister
G. H. Dayett, Jr.
R. F. Dreitzler
H. R. Duncan
T. H. Friedlin
F. J. Fudge
W. H. Fulweiler
H. F. Gilzow
R. R. GUNDERSON
H. M. Harlow
W. H. HiLLis, Jr.
B. D. Howe
M. S. Hudson
R. P. Hughes
H. E. Hurst
M. F. Jaeger
T. D. Kern
W. C. Reichow,
Vice Chairman,
L. W. Kistler
J. W. McGlothlin
G. L. P. Plow
R. R. Poux
M. H. Priddy
R. B. Radkey
A. P. Richards
B. J. Richards
H. M. Shudlich
W. B. Stombock
F. H. Taylor
H. C. Todd, Jr.
C. H. Wakefield
Committee
(E) Member Emeritus.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, submitted as information page 490
2. Service test records of treated wood.
Results of service tests, submitted as information page 491
3. Destruction by marine organisms; methods of prevention.
Results of service tests, submitted as information page 498
4. Petroleum as carrier or extender of creosote or pentachlorophenol.
Progress report, submitted as information page 504
5. Destruction by termites; methods of prevention, collaborating with Com-
mittees 6 and 7.
Report on proposed new test plot and funds to be requested for this
purpose page 504
6. New impregnants and procedures for increasing the life and serviceability
of forest products.
Progress report, submitted as information page 504
7. Incising forest products.
Report on 1954 inspection of tests page 506
S. Effect on AREA standards and specifications of any changes in manufac-
turing processes and specifications for creosote, petroleum and other products.
Progress report, submitted as information page 508
9. Treatment of wood to make it fire resi.stant.
No report.
489
490 Wood Preservation
10. Artificial seasoning of forest products prior to treatment.
Progress report on investigation of controlled air seasoning and one-step
seasoning and creosoting processes page 508
11. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools and equipment, collaborating with Committee 3-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
12. Treatment of laminated timber.
Progress in study, but no report.
Preservatives Survey, special report on preservatives used by railroads in
their treatment of forest products, by M. F. Jaeger page 509
Report on Assignment 1
Revision of Manual
C. S. Burt (chairman, subcommittee), W. P. Arnold, Walter Buehler, C. M. Burpee,
G. B. Campbell, H. R. Duncan, A. J. Loom.
Further careful study of its chapter in the Manual has engaged the attention of
your committee during the past year with the view of bringing this material completely
up to date with respect to methods and practices of the industry. The items which have
received special attention, and the specific changes in them now under consideration, are
as follows:
Page 17-1-3
PRESERVATIVES
In the third paragraph delete the words "Zinc chloride". This is being considered
because less than 5 percent of the zinc-chloride-containing preservatives being used today
is straight zinc chloride.
Page 17-2-1
CREOSOTE
Make editorial changes in the wording of Note 1 to clarify the now rather complex
wording, and show some of the information in the note in tabular form.
Page 17-2-2
CREOSOTE-COAL TAR SOLUTION
Make editorial changes in the wording of Note 1 for the purpose of clarification,
and show some of the information in the note in tabular form.
Pages 17-3-5 to 17-3-9, incl.
METHOD OF SAMPLING CREOSOTE IN TANK CARS
Study this whole procedure to determine what revisions may be required to conform
to improved practices.
Wood Preservation 491
Pages 17-4-1 to 17-4-18, incl.
SPECIFICATIONS FOR TREATMENT
Add to the sixth paragraph of Art. 2, Sec. A, (third paragraph on page 17-4-2), the
following sentences: "Ice-coated or frozen material may be steamed prior to conditioning
or treatment for a total period not to exceed 2 hr. The temperature shall not exceed
240 deg F."
On Page 17-4-5 combine paragraphs 2 and 3 of Art. 1, Sec. C, and change to read
as follows: "The retention of oil-borne and water-borne preservative shall be expressed
pounds of dry preservative per cubic foot. The volume and specific gravity correction
tables of the AREA shall be used in calculating retention."
It is the desire of this committee to progress these important questions to a decision
during the months that lie immediately ahead. Accordingly, this is a progress report and
is presented as information.
Report on Assignment 2
Service Test Records of Treated Wood
R. P. Hughes (chairman, subcommittee), G. H. Davett, Jr., W. H. Hillis, Jr., T. D. Kern,
L. W. Kistler, G. L. P. Plow, R. R. Poux, R. B. Radkey, W. C. Reichow, W. B.
Stombock, F. H. Taylor.
Your committee submits the following report of progress in service tests of treated
wood.
The Barrett Division, Allied Chemical and Dye Corporation, in cooperation with
the School of Forestry, University of Florida, and Eppinger & Russell Company, Jack-
sonville, Fla., report on an experimental test of the preservative value of high and low-
residue creosote.
The Baltimore and Ohio Railroad reports on 1953 inspections of creosoted cross ties
in a 3-deg curve at Backus, Pa., at Hills-Loveland, Ohio, and at Germantown-
Barnesville, Md.
The Great Northern Railway reports on 1953 inspections of ties treated with creosote
inserted in 1908, and ties treated with a SO-SO creosote-petroleum mixture, inserted
in 1924.
Experimental Test of Preservative Value of High and Low-Residue Creosote
Barrett Division, Allied Chemical and Dye Corporation In Cooperation
With The School of Forestry, University of Florida, Gainesville, Fla.
AND Eppinger & Rvssell Company, Jacksonville, Fla.
By Walter Buehler
Technologist Wood Preservation
School of Forestry, University of Florida
Creosote Oil furnished by Barrett Division from Fairfield, Ala.
Treatment by Eppinger & Russell Company at Jacksonville, Fla.
Test location, Austin Cary Memorial Forest, Gainesville, Fla.
Installation by the School of Forestry, University of Florida
492
Wood Preservation
1. Creosote Quality and Quantity
Analysis of the creosote by Barrett Research Laboratory.
Final absorption as reported by Eppinger & Russell.
Low Residue High Residue
Spgr 38/15.5 deg C 1.070
Insoluable in benzine, % 0.34
Coke residue, % 1.50
Tar acid, % 3.5
Tar bases, % 3.0
Water, % Trace
Standard distillation
To 210 deg C 1.3
210 to 235 deg C 16.5
235 to 270 deg C 25.0
270 to 315 degC 13.1
315 to 355 deg C 16.8
Residue.. 27.0
Sp gr of fractions 38/15.5 deg C
235 to 315 degC 1.029
315 to 355 deg C 1.105
Float test of residue
50 deg C-
70 deg C 45.7 sec
Absorption in pounds per cubic foot at 100 deg C
Low residue 8 . 44
High residue 8 . 65
1.135
0.49
1.23
3.5
5.0
Trace
None
1.7
5.2
11.4
16.4
64.8
1.039
1.102
36 sec
2. Wood
Southern yellow pine
8 pieces, 2 in by 4 in by 12 ft 0 in
Each pieces cut into 8 pieces 18 in long and identified by a metal tag. Tags num-
bered from 1 to 64
3. Treatment
Three pieces from each long piece (total 24) were treated with low-residue creosote
oil. Three pieces (total 24) were treated with high-residue creosote oil, and 2 pieces
(total 16) were used for untreated controls. Treatment was by the Rueping process.
4. Installation
Date of installation, January 1944. Each test piece was placed 9 in. in the ground.
Pieces were spaced about 3 ft apart in concentric circles around a center stake.
5. First Inspection
First inspection was made in July 1948 by J. Calvin Goodwin, Jr., student, and
Walter Buehler, technologist in wood preservation. School of Forestry, University of
Florida. All untreated controls were completely decayed and destroyed by termites. The
principal destruction was by termites. The decay fungus was identified as Trametes pini.
All treated pieces showed no evidence of either decay or termites.
6. Second Inspection
Second inspection was made in November 19S3 by G. A. Brock, student, and Dr.
J. B. Huffman, assistant professor forestry products technology, School of Forestry,
University of Florida.
Wood Preservation
493
Post Number
Low-Residue Creosote
Post Number
High-Residue Creosote
*Decay
*Termites
*Decay
*Termites
6
3
2
2
2
2
2
2
2
3
1
2
1
2
1
2
2
3
2
1
1
1
2
3
3
1
2
2
1
1
2
2
1
2
3
1
3
1
2
1
1
1
1
2
2
2
1
2
2
3
4
5
11
12
13
19
20
21
27
7
8_ -
14
15
16 - -
22__. - .
23
24
30 - - .
31-..
28
29
32
38. . - .
35
36
39
40 . - . .
37
46
43
47- - . .
44
48
45
54 . . . .....
51 ... .
55.
52
56 -. - - -
53
62.
59
63 .
60... - ...
64
61
Inspection Grades
% Rating Value
*Decay
1. Sound — No eviden
2. Soft on surface — S
3. Slight but positive
100
uspicious sign
75
50
25
5. Failure — Complete loss of stren
*Termites
?th
0
100
2. Suspicion — Not po
3. Slight— Positive d<
75
50
25
0
Summary of inspection
High-residue creosote oil
All pieces were sound.
Low-residue creosote oil
Decay
6 pieces were sound.
13 pieces showed suspicious signs of decay.
5 pieces showed slight but positive decay.
Termites
11 pieces showed no signs of attack.
1 1 pieces showed suspicious signs of attack.
2 pieces showed positive signs of attack.
404
Wood Preservation
Baltimore and Ohio Tie Test at Backus, Pa.
Length of Test — 43 Years
Report For 1953 Renewals. Installed — November 1010
Straight Creosote, 10 Lb per Cu Ft
Removed to Dale
Avy. Life
Kind of Wood
Ties
In Test
to Dale,
Placed
Number
Percent
Years
Red oak . _. -.
72
7
65
90
31.6
260
316
543
17
17
143
243
299
400
93
95
74
32.6
32.7
Maple
34.4
Beech
824
98
726
89
31.0
Birch
19
4
15
79
31.4
Cherry
9
1
8
89
30.0
Gum
12
1
11
92
31.8
Chestnut
170
0
170
100
21.2
Hickory
146
9
137
94
30.0
Total
2371
297
2074
87
31.6
Note — Entire test'on 3-deg curve.
Baltimore and Ohio Tie Test at Hills-Loveland, Ohio
Length Of Test— 24 Years
Report For 1953 Renewals. Installed — January 1930
Straight Creosote
Kind of Wood
Absorption
Pounds
Ties
Placed
In Test
Removed lo Date
Avg. Life
to Date
■ — Years
Number
Percent
Red oak
4.78
6.25
8.17
600
600
600
472
422
408
128
178
192
21.3
29.7
32.0
21.7
Red oak. _ _
21.3
21.1
60% Creosote — 40% Petroleum
Chestnut
Gum
Hickory
Sap beach . __ .
8.97
8.97
8.48
8.97
10.57
5.47
8.15
8.15
400
400
400
200
200
600
743
457
2
389
352
190
186
581
638
271
398
11
48
10
14
19
105
186
99.5
2.75
12.0
5.0
7
3.2
14.1
40.7
12.8
22.9
22.4
22.8
22.8
White oak
22.9
Red oak-. ._
22.5
R. 0. (Damaged)
20.4
Wood Preservation
495
Baltimore and Ohio Tie Test at Germantown-Barnesvelle, Md.
Length Of Test— 25 Years
Report For 1953 Renewals. Installed — Summer of 1928
Removed
Avg.
to Date
Life
Treatment
Ties
Placed
In
Test
to
Date-
Condition
Num-
Per-
ber
cent
Years
RED OAK
8 lb Creo. -Petroleum
50-50
300
65
235
78
19.4
Fair, split, decay and
rail cut
9 lb Creo. -Petroleum
.50-50
900
420
480
53
22.7
Bad splits, decay and
rail cut
9 lb Creo.-Coal tar
50-50
900
399
501
56
21.7
Fair to poor — decay and
rail cut
10 lb Creo.-Coal tar
60-40
900
130
770
86
20.4
Good — checked
8 lb Water gas tar
100%
900
■->
898
100
17.2
9 lb Creo.-Pet.-W.G. tar ..
30-30-40
900
134
766
85
18.8
Poor, splits and rail cut
8 lb Creosote
100%
900
87
813
90
20.2
Fair, splits and rail cut
8 lb Creo. -Water gas tar _ .
50-50
900
131
769
85
20.7
Splits and decay and
rail cut
9 lb Creo. -Water gas tar . _
40-60
900
17
883
98
20.0
10 lb Creo. -Water gas tar __
30-70
900
9
891
99
20.9
8 lb Creo.-Pet.-W.G. tar __
30-.50-20
900
422
478
53
21.2
Poor, split, decay and
rail cut
10 lb Creo.-Pet.-W.G. tar __
40-30-30
900
40
860
96
21.1
Poor, checked and split
6 lb Creosote
100%
900
56
844
94
20.7
Good — rail cut and
checked
47 lb Zinc-3.75 lb Petroleum
600
0
600
100
15.6
32 lb Zinc-4.70 lb Petroleum
600
0
600
100
16.1
10 lb Creo.-Coal tar
""'80-20"
900
319
581
65
22.4
Good — Some checks and
rail cut
9 lb Creo.-Coal tar
70-30
900
235
665
74
22.0
Splits, rail cut
9 lb Creo.-Petroleum
40-60
900
38
862
96
21.2
Bad splits, decay and
rail cut
T 0 T .\ L
15.000
2,. 504
12,496
83
20.3
WHITE OAK
5 lb Creosote-Coal tar
50-50
300
139
161
54
21.9
Poor, much decay and
split
7 lb Creosote-Coal tar
60-40
300
91
209
70
20.9
Some splits, decay
7 lb Water gas tar
100%
300
3
297
99
19.9
7 lb Creo.-Pet.-W.G. tar __
30-30-40
300
128
172
57
20.0
Poor, splits and decay
6 lb Creosote
100%
300
27
273
91
19.0
Some checked
8 lb Creosote
100%
300
59
241
80
21.0
Some decay, splits
8 lb Creo.-Water gas tar , ,
50-50
300
59
241
80
21.0
Good
7 lb Creo.-Water gas tar _ ^
40-60
300
29
271
90
20.9
Splits and rail cut
8 lb Creo.-Water gas tar . _
30-70
300
47
253
84
21.6
Some rail cut and
checked
5 lb Creo.-Pet.-W.G. tar ._
30-50-20
300
126
174
58
20.4
Poor, rail cut
7 1b Creo.-Pet.-W.G. tar -_
40-30-30
300
52
248
83
21.7
Good, some checked and
rail cut
41 lb Zinc-2.82 lb Petroleum
300
0
300
100
19.0
7 lb Creo.-Coal tar
80-20"
300
50
250
83
21.7
Fair — rail cut and
checked
8 lb Creo.-Coal tar
70-30
300
127
173
58
22.7
Good, rail cut
7 lb Creo.-Petroleum
50-50
300
34
266
89
21.5
Fair, rail cut
7 lb Creo.-Petroleum
40-60
300
29
271
90
21.4
Good
TOTAL
4,800
1,000
3,800
79
21.0
MIXED WOODS
9 lb Creo.-Coal tar
50-50
300
233
67
22
23.8
Fair
8 lb Creo.-Coal tar
60-40
300
227
73
24
23.7
Fair, splits
9 lb Water gas tar
100%
300
6
294
98
20.3
10 1b Creo.-Pet.-W.G. tar __
30-30-40
300
181
119
38
22.0
Badly checked — some
decay
8 lb Creosote
100%,
300
84
216
72
20.2
Good, some checked and
rail cut
8 lb Creosote -
100%
300
140
160
53
22.4
Good
8 lb Creo.-Water gas tar _ -
50-50
294
67
227
77
21.2
Good, some decay and
checked
10 lb Creo.-Water gas tar . .
40-60
300
73
227
76
22.0
Good, some checked and
rail cut
(Table continued on next page)
496
Wood Preservation
Baltimore & Ohio Tie Test at Germantown-Barnesville, Md. (Continued)
Treatmenl
Tics
Placed
In
Test
Removed
to Dale
Avg.
Life
to
Date-
Years
Condition
Num-
ber
Per-
cent
10 lb Creo.-Water gas tar . _ 30-70
9 lb Creo.-Pet.-W.G. tar ,_ 30-50-20
10 lb Creo.-Pet.-W.G. tar _. 40-30-30
9 lb Creo.-Coal tar 80-20
8 lb Creo.-Coal tar 70-30
8 lb Creo.-Petroleum 50-50
9 lb Creo.-Petroleum 40-60
300
300
300
300
300
300
300
46
200
58
158
142
137
106
254
100
242
142
158
163
194
85
33
81
47
53
54
15
21.6
23.3
21.8
23.1
22.9
22.8
22.5
Rail cut
Poor, decay, checks
Good, rail cut
Good
Good, some splits
Some rail cut, good
Fair, some checlvs
TOTAL
4,494
1,858
2,636
59
22.2
GRAND TOTAL
24,294
5,362
18,932
78
20.8
Great Northern Railway
2316— White Birch Test Ties— Stone Arch Bridge GN Ry Minneapolis
Creosote-Petroleum Treated — 50-50 Mixture
Originally Placed 1924
Average Life Expectancy 35 Years
Year
1924.
25.
26.
27.
28.
29.
1930
31
32
33
34
1935
36
37
38
39
1940
41
42
43
44
1945
46
47
48
49
1950
51
52
53
Number
Removed
Each Year
0
0
0
, 0
0
0
0
0
0
0
0
0
0
0
0
0
29
38
5
8
10
206
53
88
135
64
0
0
70
0
AccuTnu-
lalive
Total
Removed
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
29
67
72
80
90
296
349
437
572
636
636
636
706
706
Percent
Removed
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1.2
2.9
3.1
3.4
3.9
12.8
15.0
18.9
24.7
27.5
27.5
27.5
30.5
30.5
Number of
Years in
Service
0
1
2
.3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
Tie
Year
Life
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
464
646
90
152
200
4,326
1,166
2,024
3,240
1,600
0
0
1,960
0
Accumu-
lative
Tie Year
Life
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
464
1,110
1,200
1,352
1,552
5,878
7,044
9.068
12,308
13,908
13,908
13.908
15,868
15,868
Average
Life of
Ties
Removed,
Years
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
16.6
16.7
17.0
17.2
19.8
20.1
20.7
21.5
21.9
21.9
21.9
22.5
22.5
Wood Preservation
497
Great Northern Railway
9337 Creosoted White Birch Test Ties
Straight Creosote Treatment 8.2 lb per cu ft
Originally Placed 1908
10 Percent Remain in Track After 45 Years of Service
- r:.
Average
Number
Accumu-
Number of
Accumu-
Life of
Year
Removed
lative
Percent
Years in
Tie Year
lative
Ties
Each Year
Totals
Removed
Removed
Service
Life
Tie Years
Life
Removed,
Years
1908
0
0
0
0
0
0
09
0
0
0
1
0
0
1910
0
0
0
'7
0
0
11
0
0
0
3
0
0
12
10
10
0
4
40
40
4.0
13
90
100
1
rt
4.50
490
4.9
14
115
215
2
c,
690
1,180
.5 . 5
1915
230
445
5
7
l,fil0
2,790
6.3
16
360
805
9
8
2,880
5,670
7.0
17
36
841
9
9
324
5,994
7.1
18
36
877
9
10
360
6,3.54
7.3
19
994
1,871
19
11
10,9.34
17,288
9.2
1920
79
39
1 , 950
1,989
21
21
12
13
948
507
18,236
18,743
9.4
21
9.5
22
240
2 229
24
14
3 , 360
22,103
9.9
23
402
2,631
28
15
6,0.30
28,1.33
10.7
24
136
2,767
28
16
2,176
30,309
10.9
1925
29
2,796
29
17
493
30,802
11.0
26
278
3,074
32
18
5,004
35,806
11.6
. 27
201
3 , 275
34
19
3,819
39,625
12.1
28
221
3,496
37
20
4,420
44,045
12.6
29
221
3,717
39
21
4,641
48 , 686
13.1
1930
359
4,076
43
22
7,898
56 , 584
13.9
31
96
4,172
44
23
2,208
.58,792
14.1
32
86
4 , 2.58
45
24
2,064
60,850
14.3
33-
48
4,. 306
45
25
1,200
62 ,056
14.4
34
52
4,358
46
26
1,352
63,408
14.5
1935
14
4,372
46
27
378
63,786
14.6
36
95
4,467
47
28
2,660
66.446
14.9
37
100
4,567
48
29
2,900
69,346
15.2
38
210
4,777
50
30
0,.300
75,646
15.8
39
363
5,140
54
31
11,253
86 r 899
16.9
1940
374
5,514
59
32
11,968
98,867
17.9
41
430
5,944
64
33
14,190
113,057
19.0
42
186
6,1,30
66
34
6,324
119,381
19.5
43
164
6 , 294
67
35
5,740
125,121
20.0
44
220
6,514
70
36
7,920
133,041
20.4
1945
301
6,815
73
37
11,137
144,178
21.2
46
402
7,217
77
38
15,276
159,4.54
22.1
47
290
7,. 507
80
39
11,310
170,764
22.8
48
398
7,905
84
40
15,920
186,684
23. ti
49
85
7,990
85
41
3 , 485
190,169
23.8
1950
59
8.049
86
42
2.478
192,647
24.0
51
291
8,340
89
43
12,513
205,160
24.6
52
27
8,367
89 . 6
44
1,188
206,. 348
24.66
53
82
8,449
90
45
3 , 690
210,038
24.86
498 Wood Preservation
Report on Assignment 3
Destruction by Marine Organisms : Methods of Prevention
A. P. Richards (chairman, subcommittee), W. P. Arnold, Walter Buehler, C. M. Burpee,
G. L. Cain, R. R. Gunderson, H. M. Harlow, B. D. Howe, M. F. Jaeger, R. R. Poux,
F. H. Taylor.
Your committee submits the following report as information relating to the activities
of marine borers and methods of prevention.
TEST PILES
The following reports have been received from E. E. Mayo, chief engineer, Southern
Pacific Company:
Report of Inspection on December 4, 1953, or Specimens Furnished by Chemical
Warfare Service and Placed in San Francisco Bay at Request
OF Dr. H. von Schrenk
Gate 2S-1-A. Installed at Biological Station, Oakland Pier, July 21, 1925. Removed
1942, replaced 1946. The untreated pieces hung at this station, 1952-53, show heavy
limnoria and very light teredo attack; loss in weight 26 percent.
No. 2 (Creosote and 1 percent diphenylamine chlorarsine) Heavy localized limnoria
attack.
Chemical Warfare Service Test Pieces Forwarded from Edgewood Arsenal
BY Lt. Col. C. E. Brigham and Hung at Oakland Pier February 24, 1932.
Removed 1942, Replaced 1946
Specimen Treatment and Retention Condition
A-11 Creosote 21. C lb /cu/ft Heavy limnoria attack on one_ side and
in heartwood on ends, very light else-
where.
D-11 Creosote plus 2 }/i dinitrophenol Moderate limnoria attack on sides , heavy
2.3.7 lb /cu/ft attack in heartwood on ends.
E-1 1 Petroleum residuum plus 2 }4 percent Destroyed by limnoria and teredo attack.
dinitrophenol 22.5 lb /cu/ft
Wood Preservation
499
Report of Inspection December 4, 1953, of Specimens Furnished Through
Dr. H. von Schrenk and Col. Wm. G. Atwood and Installed
IN San Francisco Bay Area
Barrett Manufacturing Company material placed at Station B, Pier 7, San Fran-
cisco, January 1923. Moved to Biological Station, Oakland Pier, Southern Pacific Com-
pany, December 1925. Removed 1942, replaced 1946. Total exposure to date 26 years.
(P— Pine; F— Fir)
Gate
B-4__
B-5..
B-6-
B-7..
B-8_.
B-9..
B-10.
B-11.
Specimen Xo. Trcalmeiil
P-1.
P-2-
P-3-
P-4-
P-5.
P-6.
P-7-
P-8-
P- 9-
P-10.
p-n.
P-12.
P-13-
P-14-
P-15-
P-16-
F-1..
F-2..
F-3..
F-4--
Coke oven original oil
Coke oven solids removed
Coke o%en acids removed
Coke oven bases removed
Coke oven oil minus residue at 3G0°C.
Coke oven oil fraction 230-270
Coke oven oil fraction up to 230
Coke oven oil fraction 270-360
Vertical retort original oil
Vertical retort minus solids
Vertical retort minus acids
Vertical retort minus bases
Vertical retort minus residue above 360°C.
Vertical retort minus fraction 230-270°C.
Vertical retort minus fraction up to 230°C.
Vertical retort minus fraction 270-360°C.
Same as P-l.
Same as P-2.
Same as P-3-
Same as P-4_
Condition Dec. 4- 1953
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Heavy limnoria attack.
Moderate limnoria attack.
Heavy limnoria attack.
Moderate limnoria attack.
F-5 Same as P-5 Heavy limnoria attack.
F-6 Same as P-6 Heavy limnoria attack.
F-7 Same as P-7 Heavy limnoria attack.
F-8 Same as P-8 Heavy limnoria attack.
F- 9 Same as P- 9 Heavy limnoria attack.
F-10 Same as P-10 Heavy limnoria attack.
F-11 Same as P-11 Heavy limnoria attack.
F-12 Same as P-12 Heavy limnoria attack.
F-13 Same as P-13 Heavy limnoria attack.
F-14 Same as P-14 Heavy limnoria attack.
F-15 Same asP-15 Heavy limnoria attack.
F-16 Same as P-16 Heavy limnoria attack.
The untreated specimens at this station 1952-.53 show heavy limnoria and very light teredo
attack; loss in weight, 26 percent.
500 Wood Preservation
Report of Inspection of New Test Pieces Exposed to Marine Borers
AT Oakland Pier
The untreated test pieces exposed 192-53 had heavy hmnoria attack and very light
teredo attack; loss in weight 26 percent.
A. Hercules Powder Company products exposed 1948-53 show the following conditions:
Rosinamine D. Test piece No. 5 Heavy limnoria attack.
B. Cuprolignum treated pieces exposed 1948-53 showed the following conditions:
Cu-3, pressure treated Heavy localized limnoria attack.
C. Copper Naphthenate, exposed 1948-52:
CuNaphth, pressure treated Heavy localized limnoria attack.
D. Four new pieces placed April 5, 1950:
Standard (of Calif.) Wood Preservative
No. 1 — 6.0 lb retention Destroyed by limnoria.
No. 2—13.7 lb retention Heavy limnoria attack one side.
Creosote
No. 1 — 12.6 lb retention Moderate localized limnoria
attack.
No. 2 — 6.2 lb retention Moderate localized and light
general limnoria attack.
E. Portland Gas & Coke Co. Five pieces treated with "Gasco" oils. Placed October 1951:
HC, Gasco Creosote 14.6 1b/cu/ft Very light limnoria attack.
LC, Gasco Creosote 6.6 1b/cu/ft Very light limnoria attack.
HD, Gasco distillate 13.0 1b/cu/ft Very light limnoria attack.
MD, Gasco distillate 10.3 Ib/cu/ft Very light limnoria attack.
LD, Gasco distillate 3.9 lb /cu /ft Light limnoria attack.
TEST BOARD STUDIES
Marine test panel studies are being continued along the New England coast by the
New England Marine Piling Investigation Committee under the chairmanship of S. G.
Phillips, chief engineer of the Boston & Maine Railroad.
The New York Marine PiUng Investigation is also being continued under the direc-
tion of Roger Oilman, deputy director, Port of New York Authority.
Under the sponsorship of the Navy Department, Bureau of Yards and Docks, Rear
Admiral J. R. Perry, chief, 200 test board locations on a world-wide basis are now
being investigated.
The following is a summary of the results of test board studies to date in the con-
tinental United States:
It is common custom to refer to all boring organisms by the term "marine borers."
Actually, it must be remembered that there are three general categories of these organ-
isms— Teredinidae, pholadidae and limnoria — all differing in their requirements and
degrees of destructiveness.
Study of the test board data would indicate that heavy attacks by marine borers
which would cause rapid destruction to unprotected submerged timber is taking place
at the following locations:
Wood Preservation
501
Teredinidai;
Massachusetts
Connecticut
Alaska
Buzzards Bay
New London
Kodiak
New Bedford
Niantic
Ketchikan
Fall River
Woods Hole
Texas
Florida
Cuttyhunk
Sabine
Mayport
Edgartown
Galveston
Port Isabel
Daytona Beach
Fort Pierce
New York
California
Key West
Fishers Island
Samoa
St. Petersburg
Atlantic Beach
Verba Buena Island
Panama City
Fire Island
San Francisco
Pensacola
New Jersey
Barengat City
Monterey
Santa Barbara
Port Hueneme
Washington
Bellingham
Friday Harbor
North Carolina
Santa Monica
Neah Bay
Ocracoke
San Pedro
Port Angeles
Morehead City
San Diego
Port Townsend
Wrightsville Beach
Delaware
Indian Island
Southport
Lewes
Everett
Charleston
Bremerton
Virginia
Seattle
Rhode Island
Yorktown
Tacoma
Newport
Norfolk
Olympia
Block Island
Portsmouth
LiMNORIA
Westport
Maine
Rhode Island
Florida
Portland
Newport
Fort Pierce
Massachusetts
Block Island
Key West
Salem
Charlestown
North Carolina
Morehead City
St. Petersburg
Pensacola
East Boston
Wrightsville Beach
Washington
South Boston
Hull
Southport
Friday Harbor
Quincy
California
Neah Bay
Woods Hole
San Pedro
Marine borer activity, while not shown to be of maximum intensity during the test
board studies, could cause destruction over a period of time at the following locations:
Teredinidae
Newfoundland
Corner Brook
Maine
Searsport
Rockland
Thomaston
Maine (Contd.)
Portland
Scarboro
York
502
Wood Preservation
Rhode Island
Tiverton
Quonset Point
Connecticut
Mystic
South Groton
Allyn's Point
Saybrook
Guilford
New Haven
Bridgeport
Norwalk
Newfoundland
Corner Brook
Argentia
Nova Scotia
Liverpool
Maine
Souhwest Harbor
Searsport
Wiscasset
York
New Hampshire
Portsmouth
Massachusetts
Gloucester
Beverly
Lynn
Hingham
Weymouth
New Bedford
Fall River
Cuttyhunk
Edgartown
Alaska
Massachusetts
Adak
Gloucester
Dutch Harbor
Beverly
Salem
Lynn
California
West Lynn
Mare Island
South Boston
Benicia
Hull
South San Francisco
Duxbury
Chatham
New Hampshire
New York
Portsmouth
Pelham Bay
Jamaica Bay
Alabama
Rosebank, Staten Is.
Mobile
Sayville, Long Is.
LiMNORIA
Rhode Island
Alaska
Tiverton
Adak
Quonset Point
Dutch Harbor
Kodiak
New Jersey
Ketchikan
Bayonne
Washington
North Carolina
Bellingham
Ocracoke
Port Angeles
Charleston
Port Townsend
Indian Island
Florida
Everett
Mayport
Bremerton
Daytona Beach
Seattle
Panama City
Tacoma
Olympia
Texas
New York
Galveston
Fishers Island
Corpus Christi
Pelham Bay
Port Isabel
Brooklyn, Ft. of 26th
California
Ave.
Jamaica Bay
San Francisco
St. George, Staten Is.
Yerba Buena Island
Rosebank, Staten Is.
South San Fran.
Monterey
Connecticut
Santa Barbara
Mystic
Port Hueneme
New London
Santa Monica
Niantic
San Diego
New Haven
Wood Preservation
503
Results obtained from studies at the following locations do not indicate the prob-
abilit}^ of serious damage by marine borers, though these animals are present to some
extent. These areas are actually the most critical, since conditions are apparently suitable
to support a few organisms. It would definitely seem that a relatively minor shift in
these conditions in a suitable direction would result in much increased activity.
Newfoundland
Rhode Island
New Jersey
Argentia
Providence
Weehawken
Hoboken
Nova Scotia
New York
Jersey City
Liverpool
Hunt's Point
Bayonne
Perth Amboy
Manhattan, No. River
Leonardo Pie
Maine
East River
Machiasport
Astoria
Maryland
Southwest Harbor
Brooklyn Naval Shipy.
Baltimore
Bucksport
Fulton Terminal
Annapolis
Wiscasset
56th Street Yard
Army Base
Lee Hall
Massachusetts
Brooklyn, Ft. of
North Carolina
Charlestown
26th St.
Newark Bay
Wilmington
East Boston
Neponset
St. George, Staten Is.
Alabama
Bay Minette
Quincy
Hingham
California
Texas
Weymouth
Port Chicago
LiMNORIA
Beaumont
Maine
New York
Delaware
Machiasport
Hunt's Point
Lewes
Thomaston
East River
Scarboro
North River
Virginia
Astoria
Norfolk
Brooklyn Naval Shipy.
Portsmouth
Massachusetts
Fulton Terminal
West Lynn
Neponset
Atlantic Terminal
South Carolina
56th Street Yard
Brooklyn Army Base
Charleston
Duxbury
Chatham
Jamaica Bay
Alabama
Newark Bay, Staten Is.
Bay Minette
Buzzards Bay
Atlantic Beach
Fire Island
Texas
Connecticut
Sayville
Beaumont
Allyn's Point
New Jersey
California
Saybrook
Weehawken
Samoa
Guilford
Hoboken
Mare Island
Bridgeport
Jersey City
Benicia
Nor walk
Barnegat City
Port Chicago
504 Wood Preservation
Report on Assignment 4
Petroleum as Carrier or Extender of Creosote or Pentachlorophenol
R. J. Richards (chairman, subcommittee), W. W. Barger, J. A. Barnes, Walter Buehler,
H. B. Carpenter, L. C. Collister, R. P. Hughes, M. F. Jaeger, W. C. Reichow.
This is a progress report, presented as information.
No new developments have occurred in the creosote-petroleum field. However, the
committee is studying the possibility of writing a specification or classification for a
petroleum product suitable for blending with creosote to replace the present specification
"Petroleum for Blending with Creosote", Manual page 17-2-3.
Report on Assignment 5
Destruction by Termites — Methods of Prevention
Collaborating with Committees 6 and 7
F. J. Fudge (chairman, subcommittee), Walter Buehler, W. H. Fulweiler, H. F. Gilzow,
H. M. Harlow, B. D. Howe, M. F. Jaeger, J. W. McGlothlin, A. P. Richards, H. C.
Todd, Jr.
This is a progress report, submitted as information.
At the appropriate time in 1955, your committee will request from the Association
of American Railroads approval of an appropriation of funds in 1956, not to exceed $100
a year, to establish a test plot on the property of the University of Florida for materials
preserved against fungus and termite attack. The test plot is expected to be in use not
less than IS years.
If this project is approved and established, progress reports on it will be made by
the committee as pertinent information is developed.
Report on Assignment 6
New Impregnants and Procedures for Increasing the Life
and Serviceability of Forest Products
A. P. Richards (chairman, subcommittee), W. P. Arnold, J. A. Barnes, P. D. Brentlinger,
H. B. Carpenter, W. H. Fulweiler, M. S. Hudson, H. E. Hurst, R. R. Poux, R. B.
Radkey, B. J. Richards, H. M. Schudlich.
Your committee submits the following progress report, which is presented as infor-
mation.
There are no new preservatives or processes on which information should be presented
to the Association this year.
This subcommittee was requested to study the problem of determining the kind
of creosote most suitable, without heating, for spraying the tie plate area after ties in
track were adzed for rail relays, and to determine if pentachlorophenol solution or other
preservatives are satisfactory for this purpose.
The particular problem presented in the use of the creosotes is that of crystallization
at low temperatures, interfering with spray equipment. Numerous specifications covering
creosotes suitable for this purpose have been in effect for a number of years. Typical of
Wood Preservation 505
these are the oils covered by AWPA P7-54 "Creosote lor Brush or Spray Treatment",
which calls for the material to be "Fluid and crystal clear at 5 deg C." Unfortunately,
the range of temperatures and conditions of application encountered in the different sec-
tions of the country are such that these oils are not always entirely satisfactory. It does
not appear that any one oil can be economically made which alone would be the answer
to the problem under all conditions. It has been found that while the specification is
met under normal conditions, these oils, when subjected to much lower temperatures,
do not readily return to a completely liquid condition when the temperature is varied to
a moderate degree. The following is a summary of the possibilities and of the experiences
encountered in the treatment of the adzed tie plate area.
1 . The use of creosote covered by AWPA P7-54 could well be used under most con-
ditions, and also under adverse conditions, if an economical method of heating these oils
just prior to application could be devised.
2. A number of railroads use creosote-coal tar solutions but seem to be faced with
the same problems in low-temperature areas. A continuation of this thinking is the use
of pastes consisting of coal tar pitch and P7-54 creosote, which are felt to assist in water-
proofing holes and in preventing further mechanical damage.
3. It is apparent that solutions of pentachlorophenol or of copper naphthenate in
various petroleum oils have been entirely satisfactory to a number of railroads, some of
which use these solutions continuously, others limiting their use to the colder months.
The recommended solution consists of 5 percent pentachlorophenol in kerosine. No. 2
fuel oil. or diesel fuel oil. It is understood that pentachlorophenol is obtainable in a con-
centrated form consisting of 40 percent penta dilutable to 5 percent. In the case of copper
naphthenate the solution made up with the same solvents should contain at least 2 percent
copper as metal.
This committee was asked to study the development of a standard specification for
petroleum for use in connection with the preparation of pentachlorophenol solutions.
Some work on this assignment has been done but no report is ready at this time.
506
Wood Preservation
Report on Assignment 7
Incising Forest Products
W. p. Arnold (chairman, subcommittee), Walter Buehler, B. D. Howe, R P Hughes
W. C. Reichow, C. H. Wakefield. " '
This is a progress report, presented as information.
Erie Railroad
In 1950 the Erie Railroad started an incising test, which is described in the Pro-
ceedings, Vol. 52, 1951. These ties were treated with 60/40 creosote-coal tar solution in
1951 and installed in track near Burbank, Ohio. The ties were inspected in October 1954
after two years of service. The results are presented in Table 1.
Wheeling and Lake Erie Division, Nickel Plate Railroad
This test of incised ties is reported in detail in the Proceedings, Vol. SO, 1949. The
test is still in progress. The last inspection was made in September 1954, and the results
after 13 years of service are summarized in Table 2.
Table 1 — Erie Railroad Results of Inspection^ — October 1954
Area of Ties
Between Rails
Area of Ties Outside of Rail
Rating No*
South End
North End
No. Ties
Percent
No. Ties
Percent
No. Ties
Percent
Group 1 — Ironed and Incised
208
59
134
38
139
39
106
30
165
46
156
44
41
11
56
16
60
17
3.55
100
355
100
355
100
Group 2 — Incised only
167
53
114
37
99
31
115
37
158
50
176
56
32
10
42
13
39
13
314
100
314
100
314
100
Group 3 — Ironed only
78
22
77
22
53
15
214
61
208
59
225
64
60
17
67
19
74
21
352
100
352
100
352
100
Group 4 — Controls — Neither Ironed nor Incised
1
2
3
87
181
32
29
60
11
55
191
54
18
64
18
60
189
51
20
63
17
300
100
300
100
300
100
*Rating No.
1 — Ties without checks or having checks not greater than ^g in wide.
2 — Ties having checks or splits greater than J^ in wide but less than ^Jin wide.
3 — Ties having checks or splits % in wide or greater.
Wood Preservation
507
^
Group 3
{Checks and /or S
%" and Over
■^1
s
s
"^1
CO
g
S
fe;
-a
O
1 °
J-
.a
^-
-s
^1
s
3
"3
c
a.
48.4
51.6
100.0
Tj.^ , . i 1 1 1 1
.-1-*
! ! 1 ! ! oi
■^ t- C5 •-1 "-I "-I
CO Wt>-000
(Noooiooimio
O C-l O CO o o o
-t t^ <N 00 CO CO CO
OOOOOOO
OOt1<0>0000
eO'^O'-H'M.-H-- 00
t^OOCO -< --"H
ncised
49.0
7.0
30.0
10.5
3.5
100.0
I
32.6
11.7
74.0
85.7
50.0
00 -t> t^ tC C-l 1 1 t»
O) ^ 1 1 to :C
1 1 CO
t-cob-co
•a . . • •
<U rfOOwOO
CI 00 1~ o cc CO cr o
-r^ -t> CO t^ -t -> '-' --^
05 05 t^ 'M CO CO t^
^ CD -t CO ^ ^ O
1 ■ 1 oJ >>
•''08 Wood Preservation
Report on Assignment 8
Effect on AREA Standaards and Specifications of any Changes
in Manufacturing Processes and Specifications for
Creosote, Petroleum and Other Products
W. W. Barger (chairman, subcommittee), Walter Buehler, C. M. Burpee, W. H. Ful-
weiler, M. S. Hudson, A. P. Richards, B. J. Richards.
This is a progress report, presented as information.
No new developments or changes in manufacturing processes and specifications for
creosote, petroleum and other products have come to the attention of the committee
during the year.
Report on Assignment 10
Artificial Seasoning of Forest Products Prior to Treatment
W. P. Arnold (chairman, subcommittee), P. D. Brentlinger, C. M. Burpee, L. C. Col-
lister, R. F. Dreitzler, H. R. Duncan, B. D. Howe, M. S. Hudson, R. R. Pou.x,
M. H. Priddy, R. B. Radkey.
This is a progress report, presented as information.
Controlled Air Seasoning
Your committee reported on this process for seasoning wood in the 1952 Proceed-
ings, Vol. 53. At that time, the process was restricted to seasoning southern yellow pine,
particularly poles. The process is now being used commercially to dry gum cross ties and
switch ties.
The sponsors of this process indicate that drying times are as follows:
Final Moisture
Drying Time Content
Commodity (Days) (Percent)
Southern pine poles and timber 8-10 40
Southern pine lumber, 3 to 5 in thick 16-18 20
Gum cross ties and switch ties 16-20 SO
Timber Engineering Company One-Step Seasoning and Creosoting Process
This process is still in the research stage. Preliminary information on this process
was reported in the 1952 Proceedings, Vol. 53, and in the 1953 Proceedings, Vol. 54.
Additional technical information has not been released for publication.
Wood Preservation 509
Special Report
Preservatives Survey
By M. F. Jaeger*
This is a progress report, submitted as information, bringing up to date the survey
of treating practices dated March 194S, and included in the Proceedings, Vol. 50, 1949,
page 402.
Comparison of the new survey with the one published in 1949 will disclose that a
number of railroads have altered the absorption and/or the percentages of components
in their creosote-petroleum or creosote-coal tar mixtures for the treatment of cross ties,
switch ties and bridge ties, generally by 10 percent. However, the changes are not as
varied as in the two previous surveys, and indications are that they represent the
weighing of economies against the life expectancies of the treated products.
Superintendent, Port Reading Creosoting Plant, Reading Company, Port Reading, N. J.
AuU
Final
il
1 £1
^ Si
IN i>
il
II
15 88
! »8
lli^
I i
s »
ill i I
n
I I
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Ij i I L5t!: ijl ill I'll
lUl liinlli llifijl sll^ll hi
2 s I H z i ! 5
hh 1 1 li If fi! f f I f II I
Si §u\ jiSiiil iiil
hi\ Ml ml I hi iisiii Sllll
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I I I I I I I »
8 8 8 18 8 8 8
I I I M I I i
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Report of Committee 27 — Maintenance of Way
Work Equipment
X. W. Hutchison, S. H. Knight, Secretary, A. W. Munt,
Chairman, Havnie Hornbuckle Vice Chairman,
R. M. B.MDOCK Herbert Huffman V. W. Oswalt, Sr.
Edgar Bennett R. K. Johnson P. G. Petri
R. E. Berggren M. E. Kerns T. M. Pittman
C. T. Blume W. F. Kohl J. E. Reynolds
I. M. Boone W. E. Kropp J. W. Risk
W. S. Brown Jack Largent F. E. Short
R. E. Buss C. F. Lewis R. J. Smith
L. B. Cann, Jr. J. A. Mann M. M. Stansbury
E. L. Cloutter Francis Martin R. S. Stephens
G. R. Collier Harry Mayer G. M. Strachan
L. E. Conner F. H. McKenney M. C. Taylor
F. L. Etchison E. L. Mire T. H. Taylor
C. L. Fero C. W. Mitchell H. A. Thyng
S. E. Haines. Jr. C. E. Morgan S. E. Tracy
W. T. Hammond E. H. Ness A. H. Whisler
B. E. H.\yes H. C. Nordstrom F. E. Yockey
F. L. Horn Committee
To the American Railicay Engineering Association :
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Motor cars, trailer and push cars, collaborating with Signal Section, AAR,
Committee 10.
Progress report, including drawings presented for adoption page 513
3. New developments in work equipment.
Progress report, submitted as information page 518
4. Improvements to be made to existing work equipment.
Progress report, submitted as information page 525
5. Tie renewal equipment.
Final report, submitted as information page 526
6. Maintenance of automotive v'ehicles.
Final report, submitted as information page 536
7. Machinery for unloading, distributing, and dressing ballast.
Final report, submitted as information page 540
8. Automotive trailers for transporting work equipment.
Final report, submitted as information page 550
Sll
512 Maintenance of Way Work Equipment
9. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools and equipment, collaborating with Committee 3-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
10. Work equipment hydrauHc systems.
Final report, submitted as information page S52
The Committee on Maintenance of Way Work Equipment,
N. W. Hutchison, Chairman.
AREA Bulletin 519, December 1954.
MEMOIR
Cfjarlesf J^etoitt B^ennie l^otoe
Charles Hewitt Rennie Howe, retired cost engineer of the Chesapeake and Ohio
Railway, died at his home in Richmond, Va., on June 17, 1954, at the age of 78. He is
survived by his wife Emma Nelson Howe; three sons, Charles H. R. Howe, Jr., George
N. Howe, and Donald W. H. Howe ; two daughters, Mrs. Adrian Bowler, and Mrs.
Julian H. Osborne, and nine grandchildren.
Mr. Howe was a native of West Boylestown, Mass., and attended Worcester
Academy, Dartmouth College, and Massachusetts Institute of Technology. He was an
engineer for the Panama Canal construction project from 1909 to 1911, becoming asso-
ciated with the Chesapeake and Ohio in 1925.
Mr. Howe joined the AREA in 1912, became a Life Member in 1948, and a Mem-
ber Emeritus of Committee 27 in 1953. His was an active membership in the Association,
he having been a member of sevei-al committees, including 11 — Records and Accounts,
in 1947; 16 — Economics of Railway Location and Operation, from 1938 to 1948; 17 —
Wood Preservation, in 1918 and 1919; 21 — Economics of Railway Operation, from 1930
to 1937; 22 — Economics of Railway Labor, from 1929 to 1934; and 27 — Maintenance
of Way Work Equipment, from 1931 to 1950. He served as vice chairman of the latter
committee from 1938 to 1941, and as chairman, from 1942 to 1945.
Among his business associates and in private life, Mr. Howe had a multitude of
friends. Those on Committee 27, of which he was a Member Emeritus at the time of his
death, have lost a highly respected and valuable advisor. They, therefore, take this
opportunity to express their sincere sorrow in the passing of a great friend, which expres-
sion, they feel sure, is shared by all who knew Charlie Howe.
Maintenance of Way Work Equipment 513
Report on Assignment 2
Motor Cars, Trailer, and Push Cars
Collaborating with Signal Section, AAR, Committee 10
M. E. Kerns (chairman, subcommittee), R. E. Buss, E. L. Cloutier, B. E. Hayes, R. K.
Johnson, C. W. Mitchell, C. E. Morgan, V. W. Oswalt, P. G. Petri, R. J. Smith,
M. M. Stansbury, S. E. Tracy.
This is a progress report, including four plans which are offered for adoption and
publication in the Manual.
Chapter 27 of the Manual now contains five drawings covering motor car wheels,
and axles in the li'g-in and liV-in sizes, namely:
Fig. 3 — AREA 16-in and 20-in bolted demountable-plate wheel using ^-in
insulating bushing for motor cars, trailers, and push cars with liV-in axles.
Fig. 4 — AREA 14-in bolted demountable-plate insulated wheel and bushing for
motor cars, trailers, and push cars- using l^V-in axles.
Fig. 5 — AREA 16-in bolted demountable-plate insulated wheel and bushing for
motor cars, trailers and push cars using ifs-in axles.
Fig. 7 — AREA lis-in axle and ring gage for motor car, trailer and push car a.xles.
Fig. 8- — AREA li^-in motor car axle and end nuts.
It is desirable that specifications for at least two additional axle sizes be adopted,
namely, the 2-in size and the Hi-in size. Your committee has completed its design of
these two axle sizes and the wheels to be used with them, and the present practices
of manufacturers have been followed as closely as consistent with interchangeabihty.
The following plans, therefore, are offered as recommended practice and are sub-
mitted for adoption and publication in the Manual at the end of Part 2, Chapter 27.
Fig. 13 — AREA 16-in and 20-in bolted demountable-plate insulated wheel and
bushing for motor cars, trailers and push cars using 2-in axles.
Fig. 14 — AREA 2-in motor car axle and end nuts.
Fig. IS — ^AREA 16-in and 20-in bolted demountable-plate insulated wheel and
bushing for motor cars, trailers and push cars using llit-in axles.
Fig. 16 — AREA H^-in motor car axle and end nuts.
514
Mai nte n ance of Way Work Equipment
Maintenance of Way Work Equipment
515
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518 Maintenance of Way Work Equipment
Report on Assignment 3
New Developments in Work Equipment
T. H. Taylor (chairman, subcommittee), R. E. Berggren, E. L. Cloutier, S. E. Haines,
Francis Martin, Harry Mayer, F. H. McKenney, C. W. Mitchell, R. J. Smith, R. S.
Stephens.
This is a progress report, presented as information.
Previous reports on this subject may be found in the Proceedings, Vols. 45, 50, 52,
53, 54, and 55. This current report covers new machines marketed since the last report.
Crib Reducer
A machine has been developed for use with rail gangs for digging out that part of the
crib which might foul the bits of power adzers. The new machine consists of a balanced
frame, mounted on double-flanged wheels, at one end of which is a digging drum, shielded
for safety purposes, and at the other end a power plant.
The digging drum turns on self-alining ball bearings and has renewable teeth of
abrasion-resistant alloy steel. The maximum outside diameter of the drum with teeth is
41 in. The shield for the drum is pivoted, within limits, to permit the machine to be
worked at grade crossings and adjacent to platforms. Power is supplied by a single-
cylinder, air-cooled engine, fitted with a power take-off, manual clutch, and hydraulic
coupling. The drive includes a double V-belt to a reduction gear, and a double V-belt
from the reduction gear to each side of the digging drum. An adjustable counterweight
is provided to keep the machine in near balance.
The unit is propelled along the rail from crib to crib by hydraulic power, and the
speed of the forward travel can be varied by a simple adjustment. Two rubber-tired set-
off wheels and self-storing lift pipes aid in removing or re-railing the unit. When neces-
sary to deadhead the machine on both rails, one of the set-off wheels is moved to the
digging side of the machine and located so as to ride the rail. A lifting post also is pro-
vided for handling by a crane. The machine can be worked in either direction.
Bonding Drill
A new rail bonding drill has been made with the weight reduced to less than 200 lb
by the use of aluminum alloy. It is said that the reduced weight of this model permits
easy removal from the track and causes the machine to track excellently when in
operation.
The unit has been designed to drill any type of rail in any worn condition. This is
accomplished by easy adjustment of the drill bit to any position from 16 deg above to
16 deg below the horizontal. Adjustable elevating stops are provided to permit movement
of the bit from head to web of the rail, or reverse, to an exact predetermined position.
Earth Auger
A manufacturer has announced the availabihty of a new earth auger. The device,
powered by a 5-hp, air-cooled gasoline engine, is equipped with a one-hand finger throttle,
safety stop button and automatic clutch. Available in 6, 9, and 12-in diameters, the auger
can be equipped with an extension for boring holes up to 6 ft in depth. The cutting
blade of the auger is of hardened steel. The pilot auger is hard-faced to withstand
abrasion. Other features of the new auger include: a special drive shaft, said to eliminate
side sway and vibration ; gears turning in liquid grease, which are said to be 95 percent
efficient; and long-wearing ball and needle shaft bearings.
Maintenance of \V a >• Work. Equipment 5^
Slot Grinder
A new, improved mode! lail-sloltintr grinder has been developed. The new unit has
been redesigned, making it a lightweight self-contained machine of 70 lb. The design
retains the wheelbarrow type of dolly for moving on the rail to the joints to be beveled
or slotted, to prevent rail-end chipping.
Hydraulic Track Jack
A new hydraulic, self-propelled track jack has been announced. This is a device to
speed up track jacking operations in surfacing and retimbering gangs.
The machine is hydraulically operated by one man, has a working speed up to 3 mph
and a traveling speed up to 12 mph. The jack is equipped with automatic rail dogs which
will operate on any section of rail, as the foot is lowered between the ties. A special turn-
table permits setting off the machine in approximately 1 to 1% min. The unit is of
welded steel construction throughout, has a 14-hp, air-cooled engine, a lift capacity of
12 tons, and weighs 2000 lb. It is 55 in long, 77^ in wide, and extends 60^ in above
the rail. The machine is also available as a non-self-propelled unit.
Jack Carrier
A self-propelled car, designated as a jack carrier and used for transporting track
jacks between the tamping machine and the advance track-raising gang, has been intro-
duced. The use of this car entails the mounting of several small accessories on the front
end of the tamping machine, including two low platforms, one at each corner, on which
workmen place the jacks released as the tamping progresses.
Spike Puller
A heavy-duty, high-capacity hydraulic spike puller has been announced by a manu-
facturer. It is designed for rail-gang use, can be operated by one man, and is self-
propelled, both forward and reverse.
The pulling assembly, controls, and operator's platform and seat are easily positioned
for pulling spikes from either side of the rail, but once positioned, the pulling is done
from only one side for each setting. In operation, one machine pulls the spikes from one
side of the rail, and a second machine pulls those from the other side ; hence the machines
work in pairs.
The spike puller is powered by a two-cyhnder, air-cooled engine. The hydraulic
system for pulling the spikes includes a direct-driven pump, reservoir, micro filter, unload-
ing valve, control valve, accumulator, and the pulling cylinder. The cylinder is mounted
on a spring-counterbalanced pantograph frame for easy raising and lowering. The unit
is propelled along the track by hydraulic power. The operator raises and lowers the
pulling assembly with his left hand and controls the movement of the machine along the
track with his right. A foot pedal is used to actuate the pulling cyHnder control valve.
The frame is fitted with a lifting post to permit handling with a crane. Set-off equipment,
consisting of two rubber-tired set-off wheels and self-storing lift pipes, is also available.
Tie Brush
A new tie brush has been announced by a manufacturer. It is designed for use by
rail gangs for sweeping the ties ahead of power adzers. The wire-brush wheel turns on
self-alining ball bearings, and is driven by a single-cylinder, air-cooled engine, through a
reversible reduction-gear clutch and a drive shaft having heavy-duty universal joints.
The brush is 20 in. in length, and IS in. in diameter, and is shielded by a safety hood
and rock guard.
520
Maintenance of Way Work Equipment
Hydraulic track jack.
Jack carrier.
M a i n t e nance of Wa>' Work. Equipment
521
Spike puller.
Hydraulic power is used to propel the unit at a suitable working speed, which can
be varied merely by changing the setting of a by-pass valve at the pump. Normally the
brush just clears the ties, being held up by a spring in the skid that slides along the ties.
In use, the operator bears down on the handle and causes the brush to contact the ties.
The machine can be worked in either direction because the brush drive, propelling
drive, and operator's handle are all reversible. Two rubber-tired set-off wheels aid in
removing the unit from the track or in re-railing it. When necessary to deadhead the
machine on both rails, provision is made for applying one of the set-off wheels to the
brush side where it rides on the ball of the rail.
Track Liners
The new track liner is an on-track, hydraulic machine for alining track. Power for
propulsion and for its hydrauHc pump is supplied by a 12-hp, 2-cylinder, air-cooled
gasoline engine. The machine has forward and reverse speeds up to 20 mph.
The machine is equipped with clamps and shoes; the clamps engage the rail and
the shoes Hft the machine and about 90 percent of the weight of the track so that thi;
track will move easily. The clamps are located at each end of the machine and are
lowered between the rails. Projections on the ends of the clamps automatically move
out to grip the undersides of the rail heads. While the operator lowers these rail clamps,
the machine laborer positions two lining shoes into the cribs, which shoes are located
under the center of the machine. After such positioning, the operator lowers the lining
shoes. This is done through a double-acting vertical ram, which pushes cleats on the
shoes into the ballast, giving a firm grip on the ballast.
Two shoes instead of one are used to provide greater stability for the machine when
exerting pressure against track in an alining operation. No pressure is exerted sideways
against the wheels or wheel flanges at any time. All lateral pressure is taken up by the
522
Maintenance of Way Work Equipment
Track liner.
shoe and the shoe cleats. The downward pressure on the shoes tends to raise the rails
slightly by means of the clamps at each end of the machine. This makes it easier to shift
the track laterally.
Actual alinement of the track is accomplished by the pressure exerted by two thrust
bars, each actuated by two single-acting hydraulic rams. The thrust bars push against
the rail at two separate points, with the shoes under the machine serving as the fixed
base. Each ram is actuated by two opposed hydraulic cylinders, the direction and amount
of the push being under the control of the operator, with a push of approximately 5000
$7"
Track liner.
Maintenance of Way Work Equipment
523
lb being imparted to the track by each thrust bar. Range of lateral movement extends
up to ,^5^ in. Should additional movement of the track be needed, the shoes can be
reset in the same cribs and the operation repeated, giving an additional 3J/ in. Adjust-
ment for the weight of the rail used, and the condition of the track, can be made
through a pressure control in the lines to the vertical lift rams.
A second new track liner is now available, the unit consisting of two hydraulic rams,
and a portable power plant. The power plant is a 6-hp air-cooled engine driving a
hydraulic pump with a capacity of 3 gpm. The power plant is available as a wheebarrow-
mounted off-track machine or with two-flanged wheel, dolly-mounted, for on-track
operation. It is said that this unit is capable of lining turnouts, road crossings and curves,
using both hydraulic rams. When lining newly raised track, one ram is sufficient.
Weed Sprayer
A weed sprayer, especially designed for treating yards, industrial spurs and off-track
areas usually reached by hand-cutting methods, has been announced. The unit can be
mounted on a standard motor car trailer, with no conversion or attachments necessary.
The pump has a capacity of 25 gpm at 60 lb pressure. It will spray 16 ft in width while
Weed sprayer.
traveling at a speed of 6 mph. Standard equipment on the weed sprayer includes an air-
cooled S-hp engine with remote hand throttle, oil bath air cleaner, heavy-duty pump
with replaceable bronze liners and impeller, stainless steel shaft, out-board ball bearings,
flexible direct-drive coupling to engine, self by-passing; a 0 to 300-lb pressure gage;
a welded steel tank with internal bracing ; welded pipe fittings ; and large manhole-type
fill opening. The standard model tank holds 400 gal and an optional tank of 600 gal
capacity can be furnished.
524
Maintenance of Wa\- Work Equipment
Spraying equipment includes one rigid boom witli nozzles lor spra\'ing between the
rails, two flexible-mounted side booms, and two 50-ft lengths of spraying hose with
hand spray guns. The side booms are divided into two sections, with individual cut-off
valves in each. A manually operated swivel enables the operator to swing the booms
back against the car for track clearance. Adjustable linkage provides vertical positioning
of the side booms as desired. Spray nozzles with interchangeable tips are furnished. A
separately powered agitator, for use with weed killers requiring continuous mixing, is
available as an accessory.
Safety Crank
A device known as a safety crank has been introduced that is designed to eliminate
accidents caused by cranking any type of internal combustion engine. It is so designed
that it can be mounted on any engine that uses a crank or rope.
It is an all steel fabricated product, precision machined, to insure smooth, easy and
positive operation, and is equipped with an over-running clutch that stops all counter-
clockwise motion of the crank handle, thus preventing injury to the operator of the
engine. It also has a friction clutch which is designed to eliminate any damage to the
engine that may be caused by reverse motion, such as compression rock-back or back fire.
Vibratory Tamper
A manufacturer has announced an entirely new vibratory tamper. It is said that
the effectiveness of the tamping heads has been increased about 5 times through the use
of a specially designed vibratory motor which operates in a frequency range of from
4000 to 4500 vibrations per minute.
The tamping heads, each of which carries 2 hard-tipped tamping bars, available and
interchangeable in 2, 3 and S-in widths, are mounted in 2 independent groups of 4 units
Vibratory tamper.
Maintenance of Way Work Equipment 525
each, 1 group to each section of the split crosshead. Each tamper and its motor is
suspended from the crosshead by means of a shock-absorbent support of heavy belting.
The crossheads are each raised and lowered vertically by double-acting hydraulic
rams. The down-stroke pressure is controlled by the operator, as required, to achieve
full penetration of the tamping bars. It is reported that maximum pressure on th?
tamping heads will raise the machine from the rail. The tamping heads are adjustable
for penetration as well as to height for various sections of rail, and this adjustment is
controlled by the operator.
The machine is equipped with a 4-cylinder engine for chassis propulsion, has a ma.xi-
mum transit speed of 25 mph, a 4-wheel drive, and 3 speeds, both forward and reverse.
For operation of the generators that furnish power to the tamping heads and the
main hydraulic system, a 6-cylinder engine, capable of producing SS bhp at an operating
speed of 1600 rpm, has been provided.
The tamper has an overall length of 15 ft, a maximum width of 9 ft S in, and an
overhead height of 7 ft above the top of rail. The chassis platform is 8 by 11 ft. The
machine "has a total weight of 12,320 lb and is equipped with transverse set-off wheels.
Report on Assignment 4
Improvements To Be Made to Existing Work Equipment
L. E. Conner (chairman, subcommittee), R. M. Baldock, I. M. Boone, Haynie Horn-
buckle, W. F. Kohl, Jack Largent, Francis Martin, E. L. Mire, V. W. Oswalt, Sr.,
M. C. Taylor.
This is a progress report, submitted as information. It is a continuation of previous
progress reports submitted by this committee and published in the Proceedings, Vol. 53,
1952, page 396, and Vol. 54, 1953, page 666, and covers changes in work equipment that
this committee has found to be both practical and desirable.
Power Rail Layer
This machine is designed for placing rail in track from the shoulder of roadbed,
requiring three men to operate the older models and two men to operate the recent
model.
Suggested improvements to this machine are:
1. Extend the boom 20 in so that a rail can be lifted straight up from berm of the
track shoulder. The present boom is too short, and the boom chain first has to pull the
rail at an angle until it comes in directly under end of boom before it actually starts to
lift the rail so that it can be laid in track. This slows up operation. In extending the boom
a suitable counterweight should be added to compensate for the greater boom reach.
The extension should be designed with a hinge to enable the operator to fold it back
to prevent fouling adjacent track.
2. Reinforce the lower cross member angles at the corners where they are bent to
fit against main wheel axles. These angle bends frequently break, delaying the work.
3. Provide a pilot bearing about the center of the long drive shaft to prevent it from
"whipping." Also, provide a more positive locking device to hold the thrust collars in
place on the shaft to prevent it from shding in and cut when the unit is traveling.
526 Maintenance of Way Work Equip m e n t
Power Ballast Regulator
This machine is designed for spreading ballast away from the heads of the ties or
to pull ballast in from the berm, shape and dress it.
Suggested improvements to this machines are:
1. Install a brush to sweep loose ballast from the tops of ties back into the cribs.
2. The ballast plow should be arranged so it can be raised and lowered mechanically.
This would lessen operator fatigue and improve the efficiency of the operation.
Report on Assignment 5
Tie Renewal Equipment
L. B. Cann, Jr. (chairman, subcommittee), R. M. Baldock, I. M. Boone, W. S. Brown,
F. L. Etchison, W. T. Hammond, W. E. Kropp, Harry Mayer.
This is a final report, submitted as information.
The subject ''Tie Renewal Equipment" is very timely. In recent months a number
of such machines and tools have been produced and are now available from many of the
leading manufacturers.
The development of tie renewal equipment has advanced for two reasons. The first
is economy. The cost of labor in maintenance gangs has steadily increased in recent years
and is now at a point where the railroads are searching for machines and tools that will
bring the installation cost per tie to the minimum. We have reports that some roads
are using mechanized gangs equipped with the latest tie renewal equipment.
The second reason is the development of the mechanical tamper. This has made it
necessary for maintenance-of-way managements to take a new look at their tie renewal
programs. The need for more efficient methods of making tie renewals to prepare track
for mechanical tamping at a rate comparable to the footage rate of today's mechanical
tamper has never been greater. The desire for new equipment which can step up the tie
renewal rate to meet the mechanical tamping rate has resulted in many new pieces of tk
renewal equipment being placed on the market. Some of the machines that are now being
used are described briefly in the following.
Tie Remover and Tie Replacer
Two companion tools facilitating the removal and insertion of ties are now being
used by many railroads. Basically, each is a manually operated jack which, when attached
to a rail, exert a horizontal force by means of a rack bar.
Opertion of the tie remover must be prefaced by removal of the tie plates, loosening
the ballast at both ends of the tie, and removing the ballast to a level with the bottom
of the tie at the pushing end. The tie remover is then attached to the rail with :he
pushing head of the rack bar against the tie end, and is ready for operation.
With the tie inserter, the end of the rack bar is hooked over the rail and the new
tie, partly inserted under the first rail in the cavity left by the old tie, is pushed into
position as the tie replacer housing travels the rack bar. These units will foul the near
rail of a second track in multiple-track territory.
The end of each unit is equipped with a roller enabling it to be moved along the
top of the rail. The tie remover weighs 62 lb, is 98 in long overall and has a travel of
80^ in. The tie inserter weighs 60 lb and is 116 in long overall with an 86-in travel.
Maintenance of Way Work Equipment
527
Tie Pusher
This tool is designed to remove old or delecti\e ties from the track by either section
gangs or large extra forces. After the tic to be removed has been selected, the spikes in
adjacent ties are loosened and all spikes and tie plates removed from the tie to be taken
out. The tie pusher is then placed against the rail where the tie plate has been removed
and the tie removal operation begins. The lever of the tie pusher should be at an angle
of approximately 30 to SO deg to obtain the most leverage to start the tie moving. After
the tie is started the full leverage can be used in the extraction of the tie.
After the tie has been removed it is necessary to clean out the crib and install a
new tie in the normal manner.
The tie pusher has 2 set screws on the head which can be set to fit all sizes of rail.
It is of welded steel construction and weighs 47 lb.
Tie Puller and Inserter
A new machine designed for use in out-of-face tie renewal and track-raising work
is a combination tie remover, inserter, and light crane. Essentially, the machine is a 4-
wheeled frame with a power winch and telescoping boom. To use the machine as a tie
puller, the boom is lowered to a nearly horizontal position at right angles to the track,
with a brake and thrust member in contact with the gage side of the rail on the operator's
side of the track. The winch cable is secured to the tie by tongs, force is applied, and
the tie is removed.
To insert ties, the boom is rigged at a 45-deg angle with a demountable thrust mem-
ber placed on the machine and against the rail under which the tie must first pass. The
cable is then passed around the sheave and out over the head of the rail. The free end
of the cable has tongs which grip the tie to be replaced. One man operates the winch
Tie puller and inserter.
528
Maintenance of Way Work Equipment
while a second man guides the tie being inserted by means of a long handle equipped
with a special set of tongs.
Employed as a crane, the machine will lift loads up to 2000 lb and is useful in
handling light track machinery. The unit's power is derived from an air-cooled, single-
cylinder, S-hp gasoline engine. It is self propelled in either 'direction at speeds up to
12 mph. The frame carries a 17-ft telescoping boom which is raised or lowered
mechanically and swung manually in a 180-deg arc.
Tie Cutter
The purpose of this machine is to saw, in track, the ties to be removed either by
hand or by a tie-end remover. First it is necessary to remove the ballast from the sides
of the ties at the points to be cut in order that saw blades will not be damaged by the
ballast. After the ballast has been removed the saw cuts through the tie adjacent to the
tie plates inside of each rail. This is done by a reciprocating saw blade driven by a
multiple V-belt drive powered from a single-cylinder, 4-cycle engine.
Tie cutter.
The undercarriage of this tie cutter permits cutting a tie without lifting or turning
the machine around. After a tie has been cut on one side the cutting unit is rolled across
the undercarriage and the same tie is cut on the other side.
With a net weight of 280 lb, the tie cutter can be lifted off the undercarriage, which
weighs 128 lb, when removing the machine from the track. This makes manual removal
easier.
Each machine is equipped with a ball-bearing grinder for resharpening saw blades.
The blades are attached to the saw arm and may be removed easily. A number of optional
but desirable accessories are available for use with this machine.
Maintenance of Way Work Equipment
529
Tie-End Remover
The tie-end remover is used in a tie renewal operation immediately behind a tie
cutter as a companion machine. After a tie has been cut on the gage side of both tie
plates the tie becomes divided into three components. The center section is lifted out
by hand with the aid of tie tongs. The tie-end remover with its double-ended hydraulic
cylinder is then lowered into the tie bed. The two pistons move oppositely outward a?
Tie end remover.
the control valve is opened, pushing both tie ends clear of the rail. This operation is
designed to remove either a single or double-shoulder tie plate along with the portion of
the tie, regardless of section of rail or density of ballast.
The hydraulic system for this machine is developed from a 6-hp, air-cooled engine.
Its entire weight is 360 lb.
Tie Replacer
A hydraulic tie puller and inserter and a hydraulic jack have been combined into
one unit by one equipment manufacturer. This machine is used principally in tie renewal
gangs or surfacing gangs. The tie renewal gang uses it to remove the old tie from its
position under the rails and to insert the new tie. The unit is hydraulically controlled,
and is self propelled by a hydraulic motor with a spaced transmission obtaining speeds
of 3 mph working and 12 mph traveling. Tie tongs used for holding the tie during the
pulling and inserting operations are also hydraulically controlled.
This machine is equipped with a power jacking mechanism for use primarily in out-
of-face work, as generally the track is surfaced after the timber is renewed.
530
Maintenance of Way Work Equipment
Tie replacer.
The machine can be furnished with a spotboard, which consists of a telescopic sight,
a fixed target attached to the machine, and an adjustable target which is used several
rail lengths ahead of the jack. With this equipment the unit can be used in the surfacing
operation.
Equipped with a 40-hp, water-cooled engine, this replacer is of welded steel construc-
tion. It has automatic rail dogs on the jacking head which engage the rail when the
jacking foot engages the ballast, and requires no adjusting for different sizes of rail.
The gross weight of this unit is 5000 lb.
Tie Renewer
This machine is designed to remove the old tie, cut the bed for the new tie, and
install the new tie in a series of continuous operations. This machine's primary part
is a flexible chain ram, consisting of a series of flat plates, which cuts the bed for the
new tie as it pushes out the old tie. The machine may also be equipped v/ith cranes for
loading re-useable ties on tilt-body trucks, where they are banded into bundles and
dumped along the track for loading. The machine is hydraulically operated and con-
trolled by one man with the assistance of one laborer for the installation of ties and
Maintenance of W a >- Wo rk Equipment
S31
one laborer for the loading and bandinfi of re-useable ties. It does not foul adjacent
tracks while working, and ma\ 1k' used on insicie tracks of multiple-track territory
without fouling.
The sequence of operation consists of spotting the chain ram opposite the tie to be
replaced, clamping the machine to the track, raising the track and machine slightly to
clear the tie plates, from which the spikes have been previously removed by means of
two lifting cylinders, lowering the ram roller guide track over the tie to be removed,
pushing out the old tie and at the same time cutting a bed, engaging the new tie to the
ram by means of a hook, returning the ram through the crib, thereby pulling the new
tie into place square with rail, and then releasing the ram, roller track, lifting cylinders,
and rail clamps ready for moving to the next tie. One laborer is used to drive the hook
into the tie, engage the new tie to the ram, and to remove the hook from the ram after
the new tie is in place. A chute is provided for returning the hook from the side of the
machine where it is removed to the side of the machine where it will be re-applied.
The other laborer operates the boom equipped with the hoist and tongs which is used
to place the new ties in position, and to load re-useable ties removed from the track
to a push truck coupled to the front or rear of the machine.
The machine is equipped Vi^ith power jacks and transverse set-off wheels, lights,
horn, hydraulic brakes and safety devices. It is powered either by gasoline or diesel
engines driving three interchangeable hydraulic pumps. It is also provided vv'ith a plow
for removing ballast from the ends of the ties in order to permit the ram head to engage
the tie.
Tie renewer.
532
Maintenance of Way Work Equipment
Hydraulic Tie Remover and Inserter
The first step in the use of this machine is to remove spikes and tie plates and to
set the machine squarely over the tie to be removed. On the machine just above the
rail is a ram with a full swivel mounting for easy action. On the ram head are two
teeth which bite into the tie, and as hydraulic pressure is exerted a maximum force of
16,000 lb is developed in pushing the tie from under the rails. Removing one tie com-
pletely requires three strokes of the ram.
This machine is rail mounted, and when moving it from tie to tie one man releases
and tightens the lever-operated rail clamp and shifts the valve that raises and lowers
the machine onto the rail wheels. While in operation this same man guides the ram
and regulates the control valve. The rail hooks that anchor the machine to the rail are
placed on and removed from the rails by hand.
Rubber-tired pneumatic set-off wheels are part of this machine, and with the machine
elevated on the rail wheels, the set-off wheels are swung down and locked with spring-
loaded plungers. Retracting the rail wheels lowers the machine onto the set-off wheels.
The engine and pump are on sliding bases, and the load can be centered for better
balance in removing the machine from the track.
The power to operate the hydraulic system by direct drive through the pump is a
2-cylinder, 4-cycle, air-cooled engine. The unit is 9 ft 3/2 in long, 9 ft wide, 2 ft 7^4 i"
high, and weighs 1100 lb.
New ti^.s are drawn into place under the rails by means of a new hydraulic tie
inserter. When this machine is in working position it is clamped to the rails, and the new
tie is pulled into the tie bed by a cable. Both ends of the cable are fastened to a drum,
and the middle loop of the cable hooks over the far end of the tie to pull it into place.
Hydraulic tie remover.
Maintenance of Way Work Equipment
533
Hydraulic tie inserter.
Before insertion the near end of the new tie is fitted with a nose plow and the far end
with a tie shoe. This shoe has a groove for the cable and a handle to guide the new tie
into place. To pull the tie in a straight line there are three rollers to aid in positioning
the tie. The middle roller acts as an idler drum for the cable. The cable passes from the
power drum down around the low drum and then out to the shoe on the far end of
the new tie.
The cable drum is driven by a reversible hydraulic motor through a differential
gear-type speed reducer and a jaw clutch. A 2-cylinder, 4-cycle, air-cooled gasoline
engine drives the hydrauhc pump. The rail clamps mentioned above and the rail wheels
are actuated by hydraulic rams.
In moving this machine from tie to tie along the track, the rail wheels are used.
When moving off the track three manually lowered rubber-tired set-off wheels are used.
This machine is so designed that only two hydraulic control levers are necessary, one
for the hydraulic motor and the other for rail clamps and rail wheels.
This machine is 6 ft 9 in long, 7 ft 6 in wide, 3 ft 7 in high, and weighs 1420 lb.
Tie Renewal Machine
The main frame of this machine is mounted on four flanged steel wheels for move-
ment along the track. This frame supports five other main elements of the machine,
four in a fixed position and one — the tie renewal head — in such a way that it can move
up and down as required over ties being handled.
An air-cooled, 4-cycle gasoHne engine developing 21 hp at 2000 rpm powers this
machine. It is equipped with a standard 6-gal fuel tank carrying enough gasoline to run
the machine for 3 to 4 hr at full load.
The mechanical power transmission system drives four tie-gripping rollers on the
tie-renewal head. To do this, power from the engine is transmitted successively through
534
Maintenance of W ay Work Equipment
Tie renewal machine.
a clutch-reduction assembly and a speed-reducing chain drive into a reversing gear box.
From this point it is carried through a pair of telescoping shafts equipped with universd
joints into two cast-steel gear cases of the tie-renewal head and thence to the tie-gripping
rollers.
Two steel transmission cases, four tie gripping rollers, and various operating
mechanisms, all mounted on a base plate fastened on a boom pivoted to the main frame,
make up the tie renewal head. Each of the two transmission cases encloses a group of
gears which receive power from one of the two telescoping drive shafts operating more
or less horizontally, and transmit it to the two vertical shafts which rotate the two tie
gripping rollers in unison. One of these gear cases is secured to the movable base plate.
The other slides back and forth as desired, supported by a horizontal guide bar fastened
to it and passing through the first gear case. The sidewise movement of the second gear
case is controlled by a double-acting hydraulic piston attached to the bottom of the two
castings. By means of this piston, a tie can be squeezed between opposed pairs of tie-
gripping rollers and then moved in or out at the operator's will. To take the thrust
caused by rolling ties in and out, a boom-supported shoe straddles the rail head. Various
shoes are provided to fit different weights of rail.
The hydraulic power transmission system consists of a pump, a single-acting cylinder
for lifting the tie-renewal head, a double-acting cylinder controlling the pressure of the
rollers against a tie, a hydraulic motor for indexing the machine from tie to tie, flexible
hose and fittings connecting the components of the system, a set of control levers mounted
directly in front of the operator, and a pressure gage mounted near the double-acting
cylinder. The pump is mounted on the main frame and is driven by a belt drive attached
to that side of the engine opposite the clutch This pump supplies hydraulic fluid to the
entire system at a pressure of 1000 psi. The hydraulic motor which makes the machine
Maintenance of \Va>' Work Equipment
535
self-propelling is located directly over the axle to the left of the operator. It drives this
axle through a gear reduction unit which includes a fiame-hardened steel pinion so
mounted that it can be easily disengaged from the driving gear so the machine can be
towed to and from the work site. There is developed approximately 6 hp from this
hydraulic motor, which will move the machine quickly between ties or at a maximum
speed of about 5 mph during longer movements.
This machine is equipped with a combined lifting device and turntable that is
secured to the bottom of the main frame. It is operated by a hand-operated pump
secured to the upright member of the frame to the right of the operator. By means
of this device, the machine can be raised and turned either through 00 deg to remove it
from the track at a grade crossing or motor car set-off, or it can be turned through
180 deg so as to place the tie-renewal head on the opposite side of the track. The weight
of this machine is 3600 lb.
Tie Bed Scarifier
This machine is propelled by means of a hydraulic motor and is powered by a 4-
cylinder, 4-cycle, V-type air-cooled engine equipped with an electric starter. It moves
along the rail from tie opening to tie opening following the removal of the old ties.
Tie bed scarifier.
The scarifier can perform on track that has been rafsed from the old bed or non-raised
track.
It has 3 hydraulically controlled revolving drums. As these drums revolve a new
tie bed perpendicular to the rails and 10 ft long is dug to a predetermined depth. The
only parts of the crib ballast not fully loosened and dug are the 2 sections immediately
under the rails.
536 Maintenance of Way Work Equipment
The drive for the revolving drums, which are equipped with removable teeth, is by a
hydraulic motor through a speed reducer and three roller chains. Two hydraulic cylinders
raise and lower the digging assembly, which is mounted in front of the machine.
A built-in turntable, operated by a hydraulic cylinder, is used in setting the machine
off and on the track. The 2 hydraulic pumps are V-belt driven from the engine through
a power take-off and have a manually controlled clutch. The entire scarifier is 11 ft
1 in long, S ft 1 in high, 10 ft S in wide, and weighs 5000 lb.
Report on Assignment 6
Maintenance of Automotive Vehicles
C. F. Lewis (chairman, subcommittee), C. T. Blume, G. R. Collier, F. L. Horn, J. A.
Mann, E. L. Mire, T. M. Pittman, F. E. Short, F. E. Yockey.
This is a progress report, submitted as information only, and is a continuation of
the study reported to the Association last year. This current study is confined to
preventive maintenance of automotive vehicles.
"Preventive Maintenance" is a program which includes the proper operation, use,
lubrication and inspection of automotive vehicles and is a means for the systematic
detection and correction of incipient vehicle defects before they develop into major
breakdowns. As a result of such immediate detection, vehicles may be maintained in a
satisfactory operating condition. Such a program, faithfully carried out, will materially
reduce the "out of service time" and the maintenance costs of vehicles.
It has been said that no automotive vehicle is in perfect operating condition but
that its imperfections are often not detectable and are the cause, either directly or indi-
rectly, of many major breakdowns. While a thorough and well organized system of
preventive maintenance will not always detect these defects, generally speaking, they
will be noticed and can be corrected before a major breakdown occurs.
The previous report of this subcommittee outUned, in a general way, the items
to be given attention in connection with any preventive maintenance program. It also
pointed out that any good, workable program of preventive maintenance must start
with the operators of such automotive equipment if the program is to be carried through
to a satisfactory conclusion. While it would be desirable to have a competent work
equipment inspector check vehicles periodically and have competent repairmen make
the necessary repairs, it must be understood that the main link in any good chain of
preventive maintenance is the education and indoctrination of automotive vehicle opera-
tors so that they have complete understanding of the operation of their particular piece
of equipment, as well as of the constant care, servicing and inspection that it requires.
Therefore, it is the object of this particular report to present, in the form of a cir-
cular or bulletin as shown below, a specific suggested program for preventive main-
tenance of automotive vehicles, which may be modified and changed to suit the con-
ditions or requirements on any railroad.
Maintenance of Way Work Equipment 537
THE NORTH AND SOUTH RAILROAD COMPANY MAINTENANCE
OF WAY DEPARTMENT
Circular No. 1
Subject: Preventive Maintenance of Automotive Vehicles to Prevent Mechanical
Breakdowns
GENERAL
The purpose of this circular is to fix the responsibility for proper and adequate
servicing, inspection, maintenance and repairs of all automotive vehicles to insure that
proper attention is given this type of equipment to prevent or minimize mechanical
breakdowns. The constant and periodic servicing, inspection and care of automotive
vehicles are essential to the maintaining of vehicles in satisfactory operating condition
for extended periods of time.
A. DUTIES AND RESPONSIBILITIES OF OPERATOR
The machine operator is the most important individual in the successful operation
of any preventive maintenance program, as he is in the best position to detect minor
defects or conditions which lead to vehicle breakdowns. It, therefore, is his responsibility
to make whatever adjustments may be found necessary, if within his capabilities to do
so, or to report defects immediately to his supervisor, work equipment inspector, or
authorized repairman. Careless or improper driving practices can be a major factor in
the development of mechanical failures which may occur in any vehicle and which can
be exceedingly detrimental to any program of preventive maintenance designed to
maintain vehicles in satisfactory operating condition.
Therefore, the operator of any vehicle must:
1. Familiarize himself with the particular vehicle he is assigned to operate by
reading carefully the manufacturer's operating manuals and learning the
individual peculiarities of his vehicle.
2. Learn and understand the capabilities of his particular vehicle and at all times
make certain that it is not overloaded, taxed beyond its manual operational
endurance, or subjected to treatment the machine was not engineered to with-
stand.
3. At all times comply with company, state, federal or local regulations concern-
ing the load limit, speed limit and other such general regulations concerning
the use and operations of automotive vehicles.
4. Be responsible for:
a. Detection of defects which are indicated by oil, gasoline or water leaks;
detection of faulty operation of parts or accessories; and detection of
unusual noises, loose parts or anything out of the ordinary that is detectable
by visual inspection or operation of the vehicle.
b. Correction of the above mentioned defects or irregularities either by per-
sonal attention or by immediately calling them to the attention of his
supervisor, work equipment inspector, or authorized repairman.
c. Complete and periodic lubrication of the vehicle as called for by the manu-
facturer of the vehicle or as operating and climatic conditions may require.
d. Changing of oil filter periodically as operating or climatic conditions may
require so as to make certain that the crank case oil is being adequately
cleaned and filtered at all times.
538 Maintenance of Way Work Equipment
e. Periodic cleaning of the air breather and crank case breather cap as operating
or climatic conditions may require to make certain that the air entering the
carburetor and crank case is adequately filtered at all times.
f. Protection of vehicle cooling system against freezing, either by installation
of an adequate antifreeze or the complete draining of the cooling system.
g. Cleaning of vehicle, both inside and outside, to insure that an accumulation
of dirt, excessive grease and other foreign matter does not contribute to
excessive wear and deterioration (nor impairs the operation) of the vehicle.
h. Maintaining crank case oil, cooling system water, battery water, and fuel
levels, as well as maintaining proper tire air pressure, to help insure complete
protection of the machine at all times.
i. Changing of transmission and differential greases at periods prescribed by
the manufacturer of the vehicle or as climatic and operational conditions
may require,
j. Repacking of wheel bearings at regular intervals as recommended by the
manufacturer or as climatic or operating conditions may require.
5. Take the necessary precautions to:
a. Allow the engine a satisfactory period of warm-up at an idling speed before
the vehicle is put into actual operation. During this warm-up period the
operator should observe the ammeter, the oil pressure gage, and the water
temperature gage to make certain that they are operating properly and
that the engine is functioning satisfactorily. During this period both the foot
brakes and the hand brakes should be tested to make certain of their proper
operation. Also, during this period of warm-up, the windshield wipers, horn,
headlights, tail lights, warning lights, turn lights and signal lights should all
be checked to make certain they are in proper operating condition.
b. Check, while the vehicle is in actual operation, the various gages and indica-
tors to insure that they are continuing to record properly and that the
engine is in satisfactory operating condition. A drop in oil pressure reading
or a radical change in the ammeter reading, as well as an increase in the
water temperature reading above normal operating level, is usually an imme-
diate indication of trouble. In the event that trouble is indicated during
operation of the machine, either by radical changes in normal instrument
readings or by unusual noises or vibrations, the vehicle and engine should be
stopped immediately and not started again until the difficulty has been found
and corrected (or it has been determined that the vehicle can be driven to a
location where the necessary correction and repairs can be performed without
further seriously damaging the machine) .
c. Stop the machine as soon as possible in case of tire puncture or blowout to
avoid further damage or destruction of the tire or tube and possible damage
to the vehicle itself. Necessary warning lights and signs should be posted
while the tire is being changed in order that driver and vehicle may be
protected from other traffic.
6. In addition to the above listed responsibilities the vehicle operator, while
vehicle is on grease rack being serviced, should:
a. Periodically check tires and wheels for possible tire and wheel damage and
see that tires are being worn evenly. In the event of uneven wear on tires
he should immediately arrange to have the wheel alinement checked.
b. Check for gasoline, oil, water and brake fluid leaks.
Maintenance of Way Work Equipment 539
c. Check condition of muffler and tail pipe.
d. Check for loose bolts and nuts.
e. Visually check the electrical system for broken or frayed wires or poor con-
nections that might lead to short circuits or other electrical failure.
f. Check frame, springs, braces, etc., for cracks and breaks.
g. Make any other check and inspection be personally feels is necessary towards
the continuation of trouble free service of the vehicle he operates.
B. DUTIES AND RESPONSIBILITIES OF THE VEHICLE INSPECTOR
The work equipment inspector is also an important individual in any successful
program of preventive maintenance and is in an excellent position to detect conditions
and defects that may lead to eventual breakdown of an automotive vehicle.
Therefore, the inspector must:
1. Familiarize himself with the many and varied vehicles that come under his
jurisdiction.
2. Learn and understand the operation and capabilities of the various pieces of
automotive equipment under his jurisdiction.
3. Make regular periodic checks and inspections of automotive vehicles under his
control to determine that they are being properly used and cared for, and at
those intervals see that all defects he notes are properly repaired and corrected.
4. Make certain that all defects reported by the vehicle operator are repaired and
corrected.
5. Periodically check the actual operation of automotive vehicles by their operators
to make certain that the vehicles are not overloaded or abused beyond their
operational capabilities, and that the drivers thereof are complying with com-
pany, local, state and federal regulations concerning the operation of automotive
vehicles.
6. Check each vehicle after repairs thereto have been completed to make certain
that all defects and other allied work have been repaired properly.
7. Periodically indoctrinate all automotive vehicle operators with the proper meth-
ods of preventive maintenance, use and care of the vehicle they are assigned
to operate. He should particularly explain the operation of particular automotive
vehicles to any new operators, making certain that they understand the opera-
tion of the machine assigned to them and understand the use and care the
machine should receive.
8. Handle all other inspections and allied matters that are logically his
responsibility.
C. DUTIES AND RESPONSIBILITIES OF AN AUTOMOTIVE REPAIRMAN
The work equipment mechanic is another very important individual in a successful
program of preventive maintenance. He also is in an excellent position to detect con-
ditions and defects that can lead to serious vehicle breakdowns and can readily tell
whether a vehicle is being properly cared for with respect to use, operation and servicing.
The work equipment mechanic must:
I. Handle in a workmanlike manner all defects and repairs reported to him
by the vehicle operator or work equipment inspector.
540 Maintenance of Way Work Equipment
2. While either servicing, lubricating or repairing an automotive vehicle, handle
and correct all minor defects and deficiencies he notes. He should check and
clean the spark plugs, check the fan belt, check the condition of the battery,
check the water level in the radiator, check all oil and grease fittings, check
tire air pressure, and make all other visual preventive maintenance checks to
determine that the vehicle is in proper operating condition.
3. Immediately report to his supervisor or work equipment inspector any case
where, in his opinion, he feels that the machine is not being cared for properly
by its operator or has been misused or abused.
4. Immediately notify his supervisor when he is confronted with repairs to a
vehicle that he is not able, or does not have the necessary tools and equipment,
to handle.
Report on Assignment 7
Machinery for Unloading, Distributing and Dressing Ballast
J. W. Risk (chairman, subcommittee), W. S. Brown, C. L. Fero, W. E. Kropp, E. H.
Ness, P. G. Petri, J. E. Reynolds, M. M. Stansbury, H. A. Thyng.
This is a final report, submitted as information.
The availability of adequate equipment for the shipment and distribution of ballast
is of primary importance. The equipment generally used for these operations includes
the following;
Spreader — Ditcher Car
This is a heavy, rugged, on-track machine designed for a multitude of maintenance
assignments, including ballasting programs. It is currently constructed to sustain the
thrust of any type of locomotive that may be used in work train service.
With its versatile front plow and adjustable ballast section blades, the machine can
plow and flange baUast from between the rails at 1-in increments from level with to
7 in below the top of rail, to either or both sides of the track as desired at the same
time shaping existing ballast or dressing freshly applied ballast on the shoulders. The
spreader-ditchers are also used extensively to cut foul ballast away from the ends
of ties.
Since the ditcher template wings are designed to cut the true roadbed cross section,
much additional work can be accomplished simultaneously with the ballasting program,
to promote good surface drainage and present a more sightly and well attended property.
With the combined spreader-ditcher and bank sloper wings, the subgrade or berm can
be levelled, fills dressed, and drainage ditches cleaned or established in cuts and low
embankments. The machine may also be used to carry excess material from cuts, widening
and contouring them in one operation — the excess earth and other material being used
to widen and reinforce the adjacent fills.
The type of spreader-ditcher in general use is pneumatically controlled by one
operator, the working pressure being taken from the main reservoir of the locomotive.
The machine has a total spread with both wings of 40 ft or more, with a vertical range
from 1 ft above to 3 ft below the top of rail.
While all previously constructed spreader-ditchers are pneumatically operated, the
manufacturer has undertaken an extensive re-design and improvement program. While
Maintenance of Way Work Equipment
541
Nose of spread-ditcher being used to shape ballast prior to tamping operation.
the details of this work are not available at this time, it is proposed that the operation
of the new machine will be independent of the locomotive, except for propelling power.
Other innovations are being planned to increase the machine's effectiveness and
versatility.
Special Ballast Cars
Special ballast cars of the hopper-bottom type are designed to unload through con-
trolled doors. The hopper-bottom ballast car has a body with a sloping floor sufficiently
steep to discharge the ballast to the side or center of the track in the quantity required.
The operator walks alongside the car working the operating handle which controls the
flow of the ballast. The controls for flow of the material from the center hoppers can
be operated from either side of the car, permitting the operator to work on one side
of a train, and the controls for unloading the side hoppers are located on their par-
ticular side, which arrangement allows the operator to view the unloading operation at
all times. The hopper unloading controls on modern ballast cars are of the worm and
gear type and are manually controlled, thus permitting the unloading of any portion
of the contents of the car. Although it is not practical to close the hopper doors after
they are once opened during unloading operations, it is possible to tighten them suffi-
ciently to pinch stone ballast or similar coarse material and prevent its further flow.
Some cars have small pockets at the end from which small quantities may be delivered
at the sides in a manner known as "peddling." Although special ballast cars are designed
542
Maintenance of Way Work Equipment
Special ballast cars of the hopper-bottom type.
Special ballast cars.
Maintenance of Wa>- Work Equipment
543
Ballast unloading pan.
Hopper-bottom car with ballast pan slung below hopper, being used
to unload crushed stone ballast.
for ballast service, they arc suitable for hauling coal, concrete aggregates, sugar beets,
ore and similar products.
Another type of special ballast car is so constructed that it may be converted from
the flat bottom, side unloading type to the V-bottom center unloading type. When used
for center unloading it is equipped with a longitudinal V-type hopper which extends the
full length of car between the trucks. The amount of ballast unloaded is controlled by
the opening of the V-bottom, which is actuated by a ratchet device at the end of the
car. This type of car, with end gates removed and converted to flat bottom, and
equipped with steel aprons, is used extensively by some railroads to distribute gravel
ballast with lidgerwood and ballast plows.
544 Maintenance of Way Work Equipment
Hopper-Bottom Cars
Hopper-bottom cars of the type regularly used in revenue service are designed with
floors sloping from the ends and sides to one or more hoppers which will discharge the
load by gravity through the hopper doors. When used for ballasting work, continuous
distribution is effected by moving the train slowly as successive cars are unloaded. The
ballast may be cleared from the rails by a tie or timber drag placed in front of the
rear truck wheels. Hopper cars are useful for unloading between the rails, in back
filling tracks which have been raised, or immediately preceding the raise. Specially designed
ballast pans slung below the hopper openings are extensively used to distribute the
ballast uniformly for light surface Hft operations.
General Purpose Cars
General purpose cars of the gondola type, with drop-bottom doors, controlled by
a ratchet device at the end of car, are sometimes used to unload ballast at the ends
of the ties. Because of difficulties in controlling the amount of ballast unloaded, they
are not as suitable as the other cars herein referred to.
Air-Operated Side Dump Cars
Modern air-operated dump cars are built of high-tensile, low-alloy steels to com-
bine strength with light weight. They vary from 23 ft 8 in inside length to 41 ft, and
in weight-carrying capacities from 80,000 lb to 154,000 lb. Loads vary from 20 to
50 cu yd struck capacity, and 30 to 70 cu yd heaped capacity. Air for dumping the cars
is supplied from the train line to air reservoirs on each car, thence to air-actuated piston
cylinders.
Practically all dump cars are now of the side pivot or down-turning door type, and
are lower than the old center hinge lift-door type. The new designs have eliminated lock-
ing mechanisms and provide cars of simple construction which are easy to maintain, since
they consist essentially of the side-tipping bodies resting on draft beams and large
diameter air cylinders to provide dumping to either side. Doors are moved outward and
downward, and returned to their normal positions in righting, by means of a simple
mechanism synchronized with the movement of the car body.
Air dump cars are not suitable for unloading ballast for surface lifting; they are
used extensively to unload ballast or pit material in bank restoration programs. The
down-turning door acts as a chute or apron to keep material being unloaded clear of
ballast shoulder section. These cars are also used to unload fill material or ballast for
the construction of adjacent tracks. In this work a spreader is used to level the material
thus unloaded. The cars may be dumped individually, or the entire train operated as a
single unit.
Lidgerwood Cars
Lidgerwood cars are extensively used by some railways. They each consist of a
steam-powered winch having a line pull capacity of 60 tons, with a large diameter drum
secured to a railway car, using 1400 ft of ly^-in wire rope to haul a plow through
gondola-type cars with end doors removed and equipped with steel apons. The steam
supply is obtained from a special coupling arrangement at the front end of the locomo-
tive. The side doors of the ballast cars are opened by means of a release lever which
allows the doors to swing outward and ballast is plowed from the cars in the desired
quantity. Three types of plow are used: right, left and center. The right or left-hand plow
will unload the ballast to the right or left-hand side, while the center plow will unload
the ballast equally on each side of the track.
Maintenance of Wa>- Work Equipment
545
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Lidgerwood car and ballast plow.
Ballast unloading plow mounted on a bulldozer.
546
Maintenance of Way Work Equipment
Plow-Equipped Bulldozers
Bulldozers equipped with plows are used to unload ballast from special ballast cars
of the gondola type with side doors, equipped with steel aprons. It is reported that
while this equipment does not remove the ballast as close to the floor of the car as docs
the ballast plow, the performance is very satisfactory and the speed of unloading is
approximately that of a lidgerwood operation.
Ballast Regulator
A machine for regulating and plowing ballast is operated by one or two men and
is provided with a turntable for removal of the machine from the track or permitting
it to be turned to operate in the opposite direction. It is powered with a 100-hp gasoline
or diesel engine with a 4-speed forward and reverse transmission, and is equipped with
a 4-wheel drive. Adapted to the power unit are ballast regulating wings for shaping the
ballast shoulder and a V-type plow for regulating and distributing ballast in the center
of the track and outside of rail to the ends of the ties. The ballast wings and plow are
ajdustable to fit any standard ballast section.
This machine is a versatile unit and can be used ahead of the surfacing gang for
regulating and distributing the ballast evenly, filling in all empty cribs and removing
excess ballast from the center of the track, placing it on the ballast shoulder for dis-
tributing and final dressing. Sufficient ballast properly distributed is left in the track
to make the desired raise for the tamper. After the surfacing operation is performed,
the machine is used beind the surfacing gang to regulate and distribute the shoulder
ballast and to shape the ballast shoulders and perform the final dressing of the track.
Machine for regulating and plowing ballast.
Maintenance of Way Work Equipment
S47
Another view of machine for regulating and plowing ballast.
The regulator may be placed ahead of a tie renewal gang to cut away ballast to the
bottoms of ties, or 2 in below, if desired, in order that old ties may be removed and
the new ties installed in a more satisfactory manner. After the tie renewals have been
made, the machine is used to pull the ballast back to the tie ends, shaping it and dressing
the track to the standard ballast section.
Under traffic, ballast generally tends to work away from the tie ends or beyond
the toe line of the ballast section. To correct this situation the machine is utilized to
reach out beyond the toe line and reclaim this ballast, pulling it up on the ballast shoulder
and back to the tie ends and dressing the track. The ballast wings are so designed that
the ballast is at all times pulled back into the track and thus can be saved. This machine
can be equipped with a broom attachment to clean ballast thoroughly from the tops
of the ties.
Ballast Distributor
A ballast distributor has been in service for more than two years, which provides
controlled distribution of ballast for tamping and permits tie installation without inter-
ference from ballast unloaded ahead of a gang. This machine picks up ballast from the
inter-track space or border by means of a bucket-type conveyor and loads it into a
hopper. The ballast is then distributed in the cribs and at the ends of the ties through
six adjustable openings in the hopper. The adjustment of the openings provides for the
desired quantity of ballast to be placed on each side of each rail, as well as at the ends
of ties. The hopper itself may be raised or lowered to give the desired depth of ballast.
Where track is to be raised and tied, the ballast may be unloaded in advance of the
gang in the inter-track space and on the shoulder. The ballast does not then interfere
with tie renewals and may be placed by the distributor exactly as desired for tamping
after tie renewals have been made. By distributing the ballast evenly, it is said that a
more uniform mechanical tamping of ties is obtained. The machine is also equipped
with wings and levelling blades for dressing the ballast after work has been completed,
and is also able to transfer excess ballast directlv from one side to the center of track
=;48
Maintenance of Way W ork Equipment
or opposite side by adjustment of openings in the hopper. If desired, excess ballast may
be loaded in the hopper and carried to a point where needed. Adjustable deflecting blades
in the hopper are used to distribute ballast in the hopper so as to compensate for irregular
unloading of ballast. A ballast chute between the conveyor and hopper is provided with
a screen which separates dirt from the ballast so that clean ballast is placed on the
tamping area.
The machine is operated by one man through a bank of hydraulic control valves
located in an enclosed cab. It is powered by either a gasoline or diesel engine, driving
three hydraulic pumps. The machine is mounted on flanged wheels driven through a
chain drive and transmission by a hydraulic motor. The travel speed of the machine is
advertised to be up to 24 mph. When working, one hydraulic pump is used to furnish
power for driving each bucket conveyor, with the third pump being used for travel,
and conveyor or hopper adjustments. When not working, all three pumps may be used
Ballast distributor.
for traveling. The conveyors are independently controlled so that they may be raised
or lowered while working as the ballast section varies. The machine is equipped with
hydraulic brakes and a sanding device. Hydraulic jacks and transverse flanged wheels
are also provided for removing the machine from the track.
The machine does not foul adjacent tracks when working. The conveyors may be
tilted for loading in a car to keep within the required shipment dimensions.
Conveyor-Type Bucket Loader
A conveyor-type bucket loader consists of a crawler-mounted chassis made up of
structural plates and angles to support a bucket elevator boom, drive and transmission
machinery. The foot or feeding end of the boom is equipped with a spiral feeder which
assists in feeding the material into the conveyor buckets as the machine moves forward.
The material is conveyed to the head of the boom and discharged through a side chute.
The chute is adjustable and can be swung in an arc of approximately 180 deg. Addi-
tional lengths of side chute can be applied to discharge the material a greater distance
where required. It is controlled by one man from an operator's platform located on the
Maintenance of Way Work Equipment
549
Conveyor-type bucket loader being used to unload ballast.
side of the machine. A 38-hp gasoline engine is used to drive the conveyors and propel
the machine.
The conveyor-type loaders are used for unloading bank restoration material, such
as pit-run gravel and cinders from flat-bottom open-end gondola cars. The machine is
narrow enough to permit the unit to crawl inside the cars, picking up and unloading as
it moves from one car to another. Two machines or more can be used in a train, unload-
ing on opposite sides, as required. While this machine will not unload ballast as fast
as many other methods, it has the advantage of being able to distribute the exact amount
of material required without spilHng and fouling the rock ballast section, as the discharge
chute places the material as required on the bank or berm.
In handling pit-run gravel with these machines it is good practice to select pit
material that is reasonably free from large stones. Stone larger than 4 in. in diameter
will damage the machine parts, such as feeding spirals, buckets, etc., as they are picked up
and carried into the conveyor, jamming the mechanism and sometimes breaking the
headshaft. While the boom is equipped with a spring-loaded overload release sprocket
to protect the conveyor parts if they should jam, the frequent releasing of this device
will eventually fatigue the material in the headshaft, causing it to break.
550 Maintenance of Way Work Eg u i p m e n t
Report on Assignment 8
Automotive Trailers For Transporting Work Equipment
C. T. Blume (chairman, subcommittee), G. R. Collier, F. L. Horn, Haynie Hornbuckle,
Herbert Huffman, J. A. Mann, F. E. Short, R. S. Stephens, G. M. Strachan, M. C.
Taylor.
The present application of automotive trailers by railways in transporting work
equipment is moderate. Very few own equipment of this kind, and the consist includes
only a small number of standard types. Accordingly, your committee has made an effort
to include both the potential and the realized use of trailers for transporting wori-:
equipment.
Special permits must be obtained in all cases where the size or weight, both axle and
gross, exceed the ordinary limits set forth for movements on the highways of the state
involved.
Standard types, with possibly a few exceptions, are adaptable to the service requisites.
The standard types will normally effect a reduced investment and maintenance expense
and have a reasonable trade-in value that cannot normally be realized in the case of
highly specialized trailers. The committee recommends the standard types when the
applicability permits.
There are two general classes of trailers — semi-trailers and trailers (full trailers) —
each of which may be divided into numerous subclas.ses. This report describes the types
believed to be best adapted to the highway movement of work equipment:
1. Semi-trailer Types
The pneumatic-tired semi-trailer is more raaneuverable than the trailer and is not
restricted in type by any state. The standard types are tilting platform, rear loader,
folding or arched gooseneck, low bed, float or oil-field platform, and catwalk. There are
other designated names for the afore-mentioned types, but the terminology used is that
generally accepted.
a. Tilting Platform Type
This type is available with a single or tandem axle and single, dual or multiple
wheels. The platform may be either over or underslung and is designed for long hauls
at high speed and full capacity. This type fills the requirements at a minimum invest-
ment for transporting roadway machines and work equipment within the weight capacity
and dimensions of the platform load area. The unit is especially desirable for moving
small equipment. Although semi-trailers of this type have been developed with a very
low gross vehicle weight rating, the standard units will have an approximate G.V.W.
rating of from 3,000 to 40,000 lb and an unladen weight of from 1,000 to 7,500 lb.
The maximum platform loading area varies from 8 by 10 ft to 8 by 18 ft, with devia-
tions. This type is advantageous because of its easy loading feature and the low or
underslung design is favored when conditions permit. Road clearance and overhead
obstacles are of primary importance in selecting either design.
b. Rear Loader Type
This type is available in the drop or level platform design and is a heavy equipment
transporter. The G.V.W. rating of standard units is from 24,000 to 120,000 lb and the
unladen weight from approximately 5,700 to 18,600 lb. The platform load dimensions
range from 8 by 13 ft to 9 ft 6 in by 16 ft. This type is desirable in hauling equipment
of considerable height when overhead obstacles are encountered. The large size units
Maintenance of Way Work Equipment S£l
may necessitate special highway moving permits. Daylight moves will also be a requisite
in a number of states.
c. Folding or Arched Gooseneck Type
The folding gooseneck type will usually be of the drop platform design, i.e., a front
end or nose loading unit with low road clearance. The equipment is easily loaded and
greater equipment height is possible. The arched gooseneck type is similar to the folding
type, but is either a rear or side loader. The G.V.W. rating is from 10,000 to 125,000 lb
with the unladen weight ranging from 5,600 to 20,000 lb. With a platform loading area
of from 8 by 12 ft to 9 ft S in by 35 ft, the unit is capable of moving heavy equipment.
Special permits for highway movement are again involved in the large dimensioned
capacity units of this type.
d. Low Bed Type
General hauling service, wherein minimum road clearance is possible, makes this
unit a very versatile equipment transporter. The road clearance is only approximately
8 in and its use is definitely confined to very favorable highway conditions. The standard
units now available have a G.V.W. rating of from 22,000 to 64,000 lb with an unladen
weight of 5,200 to 11,800 lb. The platform is of the drop type and the machine can be
loaded either from the rear end or from the side. The load area is 8 ft by 14 ft.
e. Float or Oil Field Platform Type
This trailer is possibly the most commonly used type because of its roadability.
Its road clearance is such that very exacting conditions, or even off-road operation,
seldom restrict its use, but overhead obstacles are a problem. Nose loading is reasonably
easy when the trailer is uncoupled from the highway tractor. The trailer is not suitable in
transporting crawler cranes and other work equipment of similar height. However, it is a
desirable unit for transporting crawler tractors and other pieces of work equipment of
similar dimensions, especially when long hauls are encountered. The G.V.W. rating of from
16,000 to 54,000 lb, with unladen weight of from 7,650 to 13,000 lb, is the approximate
weight range. The platform, with very few exceptions, is 8 ft wide and special units arc
available exceeding the maximum standard length of 32 ft.
f. Catwalk Type
This semi-trailer is designed for one purpose— the transportation of medium-sized
crawler tractors. The road clearance may be termed medium and is approximately 14 in.
The G.V.W. rating is from 14,000 to 22,000 lb, with an unladen weight of approximately
3,000 lb. The loading area is unique, consisting of tv.-o running beards with a raised
center platform.
2. Trailer Types
This type is also known as a full trailer. Its service should be confined to terminal
operations or very favorable road conditions. The capacity varies with the rate of speed.
This type is not very suitable, because of its adverse maneuverability, and safety hazard
on grades or slippery roadways and similar road irregularities. This type is illegal in
the states of Alabama, Connecticut, Iowa and Kentucky, and other states may enact
laws prohibiting the type on their highways. With the exception of the tilting platform
type trailer, the semi-trailers can be readily converted to the full trailer type by use
of a front axle assembly or converter dollies.
Trailer brakes are not required in a number of states, unless the G.V.W. exceeds
3000 lb, although some states do require brakes when the G.V.W. exceeds 1000 lb. Power
brakes are recommended on all semi-trailers and trailers, irrespective of the weight
capacity. The trailer brake system must coincide with the truck brakes.
552 Maintenance of Way Work Equipment
Report on Assignment 10
Work Equipment Hydraulic Systems
S. H. Knight (chairman, subcommittee), R. E. Berggren, B. E. Haves, W. F. Kohl,
H. C. Nordstrom, J. E. Reynolds, H. A. Thyng, F. E. Yockey.
This is a final report, submitted as information.
For many years the operation of any unit of work equipment depended upon a
conventional type of apparatus, consisting of a prime mover which furnishes the energy,
and a series of shafts, sprockets, gears, chains and belts to transmit this energy to the
working portions of the machine. In recent years there has been a marked trend toward
the use of hydraulically operated transmission systems. At present there are so many
machines on the market which operate hydraulically that it was considered desirable to
acquaint railroad personnel with the existence of such machines, how they are constructed,
how they operate, and how they should be maintained. This report represents an effort
to satisfy the demand for information regarding machines which depend upon hydraulics
for their operation. It omits information on fluid clutches and torque converters, which
should be covered as separate subjects.
A modern hydraulic transmission system is essentially a product of the war years
from 1Q40 to 1945, and the post-war years, during which its development was given
tremendous impetus. It has been said this development is still in its infancy. Whether
or not that is so, hydraulic systems are competing more and more favorably with
mechanical, pneumatic and electrical transmissions, and we may expect to see greater
use made of them in the future.
A hydraulic transmission system is a means of transmitting power hydraulically and
consists basically of a reservoir for the fluid , pump and prime mover to operate it for
circulation of the fluid under pre.ssure ; a selective valve, or system of valves, to direct
and control the flow; supply and return tubing or piping; and actuating rams or rotating
motors to convert the fluid pressure into mechanical energy. Since the terms "hydraulic
fluid" and "hydraulic oils" both refer to petroleum oil and mean the same thing, the
terms hereafter will be used interchangeably.
The reservoir for fluid should not only be large enough to supply the system, but
must also have adequate capacity to permit of cooling the fluid before recirculating it,
unless an oil cooler is used. The consensus is that the oil temperature should not exceed
120 deg. The reservoir should be equipped with an air vent to which should be fitted
an air filter capable of screening out all airborne dust and dirt, and an oil screen should
be installed in the suction line between the reservoir and pump. Some manufacturers
also use an oil filter.
The pump, which is nearly aways of the rotary type and usually operated by an
internal combustion engine as a prime mover, may be any one of three types, or modifica-
tions thereof, namely:
Gear type for large volume and low to medium high pressures where some pumjj
slip is not objectionable.
Vane type for moderate volume and low to medium high pressures where no
internal slippage and pump efficiency are important.
Piston type for low volume and low to very high pressures where no internal
slippage and high pump efficiency is necessary.
Maintenance of Way Work Equipment 553
Vane and piston-type pumps may be either of variable or constant capacity, depend-
ing upon the internal construction of the pump. Gear pumps have a constant capacity
and are usually of the spur-gear type. They are less accurate, cost less and operate at
lower pressures and are inclined to offer shorter life and require more maintenance than
do vane and piston-type pumps. Briefly, a vane-type pump consists essentially of a
radially slotted rotor that is eccentric to a surrounding ring. In the rotor slots are close
touting vanes free to move in and out as the rotor revolves. A variable volume of fluid
may be secured by changing the degree of eccentricity between rotor and ring. Such
pumps are more accurate than gear pumps.
Piston-type pumps are either radial or axial and consist of a rotating cylinder block
assembly with pistons located either radially around the shaft or axially (parallel) to it.
The volume of fluid pumped may be fixed or variable, depending upon the degree of
angle between the center line of the cylinder block and the drive shaft. If the angle is
fixed, the pump is of the constant-delivery type; if it is adjustable, the pump is of the
variable-delivery type. Piston-type pumps provide high pressures, are extremely accurate
and are increasing in popularity.
Accumulators are used in some hydraulic transmission systems. An accumulator is
essentially a fluid pressure storage chamber in which the potential energy of an incom-
pressible fluid under pressure can be stored against some dynamic force to do useful work
when called upon by the requirements of the hydraulic circuit in which it is used. This
dynamic force is actually a force which will push the fluid out of the accumulator into
the hydraulic system as required.
In addition to storing fluid energy for instantaneous use when the system calls
for it, the accumulator also serves to smooth out pressure surges and prevent shock
pressures developed in the system from damaging the circuit components.
Nitrogen gas under high pressure, enclosed in a flexible rubber bag or piston or
other container within the steel or aluminum container, is used as the dynamic force.
The driven members of the system are either rams, which may be single or double
acting where hnear or reciprocating motion is desired, or motors where rotation is desired.
The construction of a fluid motor is quite similar to that of a pump. A motor may be
either gear, vane or plunger type. Theoretically, almost all designs of pumps may be
used as hydraulic motors. Actually, there are only a few commercially successful designs
in use because of inherent hydraulic or mechanical reasons, not the least of which is
that of unbalanced loads on intake and discharge sides of the pump, resulting in pressure
binding. Motors are used for propelling purposes and for the operation of conveyor belt-
ing, V belts, chains and sprockets used with endless bucket lifts, and similar installations
where rotation is necessary.
Between the drive member and the driven member is the distribution system of
supply and return piping or tubing with various control valves, many of them automatic,
and it is here where simplicity sometimes stops and complexity takes over. Supply and
return lines with couplings, seals, rings, pressure relief valves and other control and
operating valves must be designed to withstand pressures that are frequently in excess
of 1000 psi, and may go as high as 5000 psi. Materials used in the distribution system
should be only of the best quality obtainable and may be either steel tubing or pressure
hose, depending upon the need for flexibility, initial cost and other service factors.
The operation of a unit of work equipment with a hydraulic transmission system
is very little different than that of a machine with a conventional drive, except that
more care must be taken in preparing it for operation. Thought should be given as to
the fluid to be used, which should be of a good grade and must be absolutely clean,
since the admission of even fine particles of dirt will cause difficulty. To provide for
554 Maintenance of Way Work Equipment
initial cleanliness, the hydraulic oil should be carefully screened before it is placed in the
reservoir.
Field maintenance of hydraulic systems must be done with more than the usual
amount of care, primarily to prevent grit and dust from entering the system. Dismantling
and re-assembly of the oil lines, strainers and filters, if any, must be done in an approved
manner, with emphasis placed on cleanliness. Filling of the reservoir should be done
most carefully in order to avoid contamination of the new oil.
From both a practical and economical standpoint the shop repairing of hydraulic
pumps, motors, rams and valves must of necessity be limited to a careful examination
of the parts for visible or measureable wear and to the replacing of worn parts. Service
tests may be conducted to check the speed of rotating and reciprocating parts for smooth-
ness of operation and to determine if there are any defective and leaky rings, seals,
couplings, etc.
However, because of the many different types and kinds of hydraulic equipment
in use and the complete lack of standardization that prevails today, it is considered
neither practicable nor economical for the owning railroad to set up the elaborate and
costly equipment that would be necessary to conduct volumetric and slippage tests on
pumps, motors, rams and valves. Such work, together with the reconditioning of certain
worn parts, can still best be done by the builder.
The need for cleanliness and care to be used in repairing and assembling the equip-
ment must be impressed upon the shop repair men, since the parts are built to extremely
close tolerance with a high degree of polish and will be damaged by even minute scratches.
Supply and return hues should be pre-cleaned to insure removal of dirt, grit, scale, metal
or other foreign matter.
Selection of the hydraulic fluid or oil to be used in a hydraulic transmission system
must be done with care. Unfortunately, there are many differences of opinion on this
subject, and the user must depend almost entirely upon the recommendations of the
manufacturer of the machine in question. One of the cardinal requirements for a hydraulic
oil is that it must have the correct viscosity and adequate lubricating qualities because
the moving parts in the hydraulic system are lubricated entirely by the hydraulic oil.
Temperature changes where a machine is to be used have a marked effect on the grade
of oil to be used and will be the determining factor in the pour point, wh|ch should]
be 5 deg F lower than the lowest ambient temperature. It appears that the oil should
be of good quality, with a viscosity of SAE 10 for cool or cold weather, and SAE 20
for summer operation in high temperatures, and should retard foaming, oxidation, rust
and corrosion. Oils containing high additives or detergents (heavy-duty types) commonly
employed in motor oil as dispersing agents of engine deposits, such as lead salts, should
not be used. For special conditions or extreme low temperature operation it is suggested
the fluid problem be referred to the refiner, manufacturer or pump builder. Suggested
specifications for hydraulic oils follow, but it should be understood that these are for
average conditions of use only and do not cover all types of pumps and motors.
Gravity 26.0
Flash 385
Fire 435
Viscosity S.U.S. @ 100 deg F 100-300*
Viscosity index 75 to 90 or above
Pour point — 1S° to — 25°
Conradson carbon 0.10%
Neutralization No 0.05
Demulsibility 125 or less
* Depending upon make and type of pump and season of year.
Maintenance of Way Work Equipment 555
The type of hydraulic system used depends entirely upon the conditions involved
and the work to be done. There are many types of work equipment Which emplo\'
hydraulic transmission systems in one form or another. Some of these are:
Hydraulic spike pullers — pump and rams.
Cribbing machines — pump and rams.
Power ballast jacks — pump and rams.
Ballast screening and cleaning equipment — pump, rams and motors.
Ballast maintenance cars — pump, rams and motors.
Dump trucks — pump and ram.
Most set-off apparatus in various machines — pump and rams.
Some makes of crawler and truck-mounted shovels — pump and motors.
Bulldozers — pump and rams.
Loaders and hauling equipment — pump and rams.
Industrial tractors and some mowers — pump and rams.
Some of the advantages claimed for a hydraulic transmission system are that it is
simple in principle, flexible yet smooth and vibrationless in operation, and reliable. It
seems especially desirable for operation of auxiliary power take-off apparatus on machines
that may be remotely located from the prime mover, which would otherwise involve
a complicated hook-up of sprockets, chains, gears and shafting ; also for any use where
linear or reciprocating motion is necessary.
Hydraulic systems have been found to have certain disadvantages, some of which are:
1. The difficulty of installing couplings, tubing, seals and rings to hold against
hydraulic pressures up to 5000 psi.
2. The difficulty of maintaining a system that must be clean and free of dirt.
3. The difficulty to the average man on the ground of locahzing trouble when it
does occur, (i.e. manufacturers should provide connections and valves for
insertion of pressure gages at key points on the hnes for use in locating trouble.)
4. Maintenance of tubing or hose that may have deteriorated from use or age,
and the difficulty of getting correct replacement parts. Many low-pressure hoses
and connections resemble the high-pressure types and may intentionally or unin-
tentionally be substituted. Quality, not price, should be the governing factor
in purchasing. Less costly supplies which look the same may be more costly in
the end. Split or cracked lines or leaky seals and rings can, if not detected,
cause serious damage to the system. It is essential that "O" rings be of the
proper type for commercial oils and are not the so called AN type used in
military specifications for special military oils.
5. Seals and rings are inclined to develop pressure leaks.
Hydraulic transmission systems are fundamentally sound and, in many instances,
offer advantages in power transmission that cannot be otherwise dupHcated. However,
standardization of design is needed, and the fact should be recognized that there arc
many installations of hydraulic systems on machines where energy can be transmitted
more simply and directly by conventional mechanical linkage, and on which the main-
tenance is less costly.
Report of Committee 28 — Clearances
A. M. Weston, Chairman,
J. E. Greenlee
E. R. Word, Vice Chairman.
C. 0. Bird
A. R. Harris
C. E. Peterson
E. S. BiRKENWALD
W. F. Hart
W. F. POHL
B. Bristow
J. D. Hudson
A. D. QUACKENBUSH
W. S. Campbell
C. F. Intlekofer
A. T. Rankin
A. B. Chapman
J. D. Jardine
W. S. Ray
S. M. Dahl
M. L. Johnson
J. C. Scholtz
J. W. Darby
W. P. KOBAT
J. F. Smith
W. T. Davis
F. Martin
J. E. South
D. H. DowE
E. E. Mills
0. W. Stephens
J. E. Fanning
B. F. Nauert
R. H. Taylor
J. E. Good
A. G. Neighbour
J. W. Wallenius
R. L. Goss
R. C. NiSSEN
H. G. Whittet, Jr.
Conunittee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report.
2. Clearances as affected by girders projecting above top of track rails, struc-
tures, third rail, signal and train control equipment, collaborating with Signal
and Electrical Sections, and with Mechanical and Operating-Transportation
Division, AAR.
Progress report, presented as information page SSS
3. Clearance diagrams for recommended practice, collaborating with committees
concerned.
No report.
4. Compilation of the railroad clearance requirements of the various states.
Report includes as information a tabulation of the clearance requirements
of the various states, revised to November 17, 1954 page SSS
5. Clearance allowances to provide for vertical and horizontal movements of
equipment due to lateral play, wear and spring deflection, collaborating with
the Mechanical Division, AAR.
Progress report, presented as information page 559
The Committee on Clearances,
A. M. Weston, Chairman.
AREA Bulletin S19, December 1954.
557
558 Clearances
Report on Assignment 2
Clearances as Affected by Girders Projecting Above Top of Track
Rails, Structures, Third Rail, Signal and Train
Control Equipment
Collaborating with Signal and Electrical Sect ^ns, and with Mechanical
and Operating-Transportation Divisions, AAR
C. O. Bird (chairman, subcommittee), E. S. Birkenwald, W. S. Campbell, W. T. Davis,
J. E. Good, C. F. Intlekofer, M. L. Johnson, W. P. Kobat, B. F. Nauert, A. G.
Neighbour, C. E. Peterson, A. J. Rankin, W. S. Ray, J. E. South, J. W. Wallenius,
A. M. Weston, E. R. Word.
This is a progress report, submitted as informalion.
The lower portion of the clearance diagrams covering passenger and freight equip-
ment overlaps the diagrams covering permanent structures or appurtenances on or
adjacent to the tracks. Consequently, two diagrams are being developed: (1) a diagram
for equipment, establishing a minimum distance of 3 in above the top of rail, and
(2) a diagram for permanent track fixtures, establishing a maximum distance of 2^ in
above the top of rail, thus providing a safety space between equipment and track
fixtures.
A third diagram is being developed to cover clearance lines for third-rail territory
based upon the two above mentioned diagrams.
Report on Assignment 4
Compilation of the Railroad Clearance Requirements
of the Various States
E. R. Word (chairman, subcommittee), W. S. Campbell, S. M. Dahl, J. W. Darby, R. L.
Goss, J. G. Greenlee, W. F. Hart, A. G. Neighbour, R. C. Nissen, W. F. Pohl, A. J.
Rankin, W. S. Ray, J. C. Scholtz, O. W. Stephens, R. H. Taylor, H. G. Whittet,
A. M. Weston.
Your committee submits as information a tabulation of the clearance requirements
of the various states brought up to date as of November 17, 1954.
LEGAL REQUIREMENTS-CLEARANCES
Clearances 559
Report on Assignment 5
Clearance Allowances to Provide for Vertical and Horizontal
Movements of Equipment Due to Lateral Play, Wear,
and Spring Deflection
Collaborating with the Mechanical Division, AAR
S. M. Dahl (chairman, subcommittee), C. O. Bird, B. Bristow, A. B. Chapman, R. L.
Goss, J. G. Greenlee, A. R. Harris, J. D. Hudson, C. F. Intlekofer, F. Martin, R. C.
Nissen, C. E. Peterson, A. D. Quackenbush, J. W. Wallenius, A. M. Weston, E. R.
Word.
This report is presented as information only. It is a summary of work done and the
results achieved to date on the above assignment.
The calculation of clearance requirements for passenger cars involves the following
factors:
1. Width of cai.
2. Overhang at ends and middle of car due to curvature.
3. Superelevation.
4. Play between wheels and rails.
5. Displacement due to swing hanger movements and lateral play and wear in truck
parts.
6. Tilting of car body due to unequal spring deflection and play in side bearings.
7. Allowances for the effect of track irregularities and dynamic behavior of equipment.
This report is concerned only with factors 5, 6 and 7.
If all trains were operated at equilibrium speed, there would be no problem as far
as factors 5 and 6 arc concerned, and factor 7 would be of less importance. Since the
opposite is nearly always the case, it was decided to attack the problem by studying the
forces working on a car body when moving out of equilibrium. Under this condition,
the centrifugal force is not balanced by the superelevation in the track and, as a result,
a condition exists commonly referred to as "unbalanced elevation."* This value can be
determined from the following formula:
£„ = £,. — £„
where
Ea = Unbalanced elevation.
£r = Elevation required for equilibrium.
£a = Actual track elevation.
The unbalanced elevation may be static or dynamic and the horizontal force working
on a car body at rest on a superelevated track is equal to the centrifugal force working
on the car body moving on a curve at an equal unbalanced elevation. Theoretically this
m.ay be proved as follows:
The horizontal force working on a car body at rest on a superelevated track is
60
and the unbalanced centrifugal force is
60
* For definition, see Proceedings, Vol. S4, 19S3, page 836.
** For proof see Proceedings, Vol. 56, 195S, page 136 (Bulletin 516, June-July 1954, page 136).
560 Clearances
where
W = Weight of car body.
£a = Superelevation of track.
£u = Unbalanced elevation.
Distance between bearing points on rail is 60 in.
When Eu = £a, Fu must equal H, and the effects on the car body should be the same.
It is evident, therefore, that by measuring the lateral movements of a car at rest
on a superelevated track, a measure can be obtained of the lateral movements of a car
under dynamic conditions. The amount of movement will vary directly in the proportion
the dynamic unbalanced elevation is to the static test elevation and may be expressed
by the following formula:
E..
^=^-£:
where
R =z Lateral displacement of any point on a moving car with reference to per-
pendicular center line of truck (Fig. 2).
L = Lateral displacement as above at rest at £s elevation.
£u = Unbalanced elevation.
Es = Static test elevation.
In order to test the practical value of the theoretical calculations, tests were made
by the AAR under the direction of G. M. Magee, director of engineering research.
.\ report on these tests can be found in Bulletin 516, June-July 1954, page 125 (Pro-
ceedings, Vol. 56, 1955, page 125), and will not be discussed here except to say that the
results were favorable and substantially confirmed the theoretical calculations.
The steps to be taken to determine lateral displacement with reference to the center
line of trucks are as follows:
1. Make static field test on car in question at one or more superelevations and make
measurement as shown in Fig. 1.
2. Calculate L (Fig. 1) for each superelevation.
3. Plat L values as in Fig. 3 and draw line through the zero of coordinates and
average of L values and extend line into area of plus values of unbalanced elevation and
displacement.
4. Calculate unbalanced elevation £„ from the following formula:
Eu = Er — E,
5. Determine R from either of two methods as follows:
a. Graphically from diagram platted under step 3. (See Fig. 3)
£„
b. From formula R=z L -^ —
Example :
Find R for a car whose L values are platted in Fig. 3 at a speed of 50 mph
on a 4-deg curve with 4 in superelevation.
Clearances 561
By Method a:
£„ = £, — £.
= 0.0007 £)r= — 4
= 0.0007 X4 X (50) = — 4
= 7—4
=: 3 in
From Fig. 3, the value of R corresponding to 3 in unbalanced elevation is
3.4 in.
By Method b:
Assume that onh' one L value was determined at 6 in unbalance in static
test. From Fig. 3, L,; = 6.8 in.
£„ 6.8 X 3
R = L-pr-= = 3. 4 in
£s 6
Example:
Same data as above except speed is 10 mph.
By Method a:
£„ = 0.0007 X 4 X (10) ' — 4
= 2.8 — 4
= — 1 .2 in
The minus sign indicates that displacement is inward from equilibrium, and
from Fig. 3, R is found for — 1.2 in unbalanced elevation and is equal to
— 1.4 in.
By Method b:
L = 6.8 in at 6 in unbalanced elevation
£„ 6.8 X (—1.2)
R 1= L --pr- = 2 = — 1-36 in
£s 6
In the above method of calculating displacement, it is assumed that the lateral
movements in truck parts due to play and wear is proportional to the unbalance. This is
not exact, but the error is not great and for all practical purposes can be ignored.
The results obtained are only as good as the basic information, such as degree of
curvature and superelevation. For best results, it is recommended that actual field con-
ditions be determined. Curvature can best be checked by string lining and superelevation
can be determined from actual field check. Variation of only a few minutes in curvature
should not be ignored.
Since track and equipment conditions are not perfect, an allowance must be added
to the calculated displacement to provide for minor track irregularities and the dynamic
behavior of equipment. An analysis of charts platting the roll of passenger cars in tests
conducted by the AAR discloses that the variation of roll varies substantially with the
speed. This subject will be given further consideration before a report is made.
562
Clearances
Tilt
/ — Total Displacement at Rest = L
Displacement J* 1 Latere
\ 1/ — Lateral Play
, Ploie Height
N Sin (9
t^^Coscx:H
L=(S + N)Sin((9-c<)+ ( B + ^ Cos o<) - (| Cos /9 + N Sin(9 + C Sin<?<)
FIG. I DIAGRAM SHOWING STATIC TEST MEASUREMENTS REQUIRED
FOR CALCULATION OF "L"
Clearances
563
Lateral Play
Total Displacement = R
Roll Displacement
FIG. 2 DIAGRAM SHOWING DISPLACEMENT "r" OF A GAR
MOVING ON A CURVE IN EXCESS OF EQUILIBRIUM SPEED
5tU
Clearances
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ID u>
Report of Committee 24 — Cooperative Relations
with Universities
R. J. Stone. Chairman,
L. L. Adams
M. B. Allen
W. S. ArxREV
J. B. Babcock
George Baylor
T. A. Blair
Armstrong Chlnn
R. P. Davis
G. H. Echols
O. W. Eshbach
P. O. Ferris
C. G. Grove
E. M. Hastings (E)*
W. W. Hay
W. E. Helmerdinger
J. P. HiLTZ, Jr.
S. R. Hursh
A. V. Johnston
G. A. Kellovv
Frank Kerekes
W. S. Kerr
H. E. KiRBY
T. R. Klingel
X. W. Kopp
B. B. Lewis
F. J. Lewis
H. S. Loeffler
E. E. Mayo
G. W. Miller
C. H. Mottier
W. H. Huffman,
Vice Chairman,
R. C. Nissen
L. M. Ogilvie
W. A. Oliver
J. F. Pearce
J. E. Perry
R. B. Rice
W. T. Rice
J. A. Rust
W. C. S.ADLER
p. S. Settle, Jr.
H. O. Sharp
D. W. Tilman
Barton Wheelwright
Committee
(E) Member Emeritus.
* Died November 21. 1954.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Stimulate greater appreciation on the part of railway managements of
(a) the importance of bringing into the service selected graduates of colleges
and universities, and
(b) the necessity for providing adequate means for recruiting such graduates
and of retaining them in the service by establishing suitable programs
for training and advancement.
Progress report, presented as information page 566
2. Stimulate among college and university students a greater interest in the
science of transportation and its importance in the national economic struc-
ture, by cooperating with and contributing to the activities of student
organizations in colleges and universities.
Progress report, presented as information page 56S
3. The cooperative system of education, including summer employment in rail-
way service.
Progress report, presented as information page 572
4. Conduct a study looking to the publication of a booklet, or booklets, for
distribution to educational groups, particularly high schools and undergrad-
uates in colleges, designed to stimulate interest in the opportunities afforded
in a railroad engineering career.
Progress report, submitted with committee's recommendation that the Board
of Direction give consideration to the development of this material into an
attractive brochure for distribution to undergraduates in colleges and others
interested, either as an AREA project or in conjunction with the AAR .... page 575
S6S
-6 Cooperative Relations with Universities
Special report of C. G. Grove on annual meeting of the American Society for
Engineering Education at the University of Illinois, June 14-18, 19S4 page 586
The Committee on Cooperative Relations With Universities,
R. J. Stone, Chairman.
AREA Bulletin 520, January 19SS.
Report on Assignment 1
Stimulate Greater Appreciation on the Part of Railway
Management of:
a) the importance of bringing into the service selected graduates of colleges
and universities, and
b) the necessity for providing adequate means for recruiting such graduates
and of retaining them in the service by establishing suitable programs for
training and advancement.
D. W. Tilman (chairman, subcommittee), M. B. Allen, G. H. Echols, J. P. Hiltz, Jr.,
W. H. Huffman, N. W. Kopp, F. J. Lewis, C. H. Mottier, R. B. Rice, W. T. Rice,
P. S. Settle, Jr.
This is a progress report, submitted as information.
As the result of the third of a series of executive research surveys begun in 1951 by
the Professional Engineers Conference Board For Industry with the cooperation of the
National Society of Professional Engineers, a report has been issued entitled "How To
Attract and Hold Engineering Talent." This report reflects the experiences of more than
200 companies and the attitude of 1400 individual engineers who are employed in
industry.
The topics under study were selected by some 100 major industrial employers of
engineers. These employers were asked to select from a list of management problems
those subjects on which they would like to have data derived from the experiences of
many companies and from engineers employed by these companies.
The report is rather voluminous, and the following is merely the summary of the
report, which is presented for the benefit of railway managements and AREA members
generally : *
The solution of the problem of attracting and holding engineering talent — of
keeping engineers happy as employees — lies not alone in industry, but must be
sought first in the schools whence come our annual crop of fledgling engineers.
It is apparent from the testimony of both industrial executives and engineers
employed in industry that our engineering schools are not producing the raw
material that industry needs.
Curriculum Too Narrow
Both groups believe the schools should broaden the engineering curriculum
to include more non-engineering studies, particularly in the fields of English, the
humanities, social studies and business administration.
* Complete copies of the report can be secured from: Mr. Paul H. Robbins, P. E., Secretary, Pro-
fessional Engineers Conference Board for Industry, Inc., 1121 ISth Street, Washington 5, D. C. Price
per copy: Single copies $1.00; Non-Members $2.00.
Cooperative Relations with Universities S67
To this end it is strongly recommended that leaders of industry maintain
closer liaison with the schools, assisting administrators and faculty in the prepara-
tion of the courses of study which will produce the kind of graduates industry
needs.
It is also proposed that industry offer its cooperation to the schools in setting
up short courses designed to bring to the students a more nearly accurate picture
of the job situations they will face after graduation, and to provide instructors
from industry for such courses.
Current campus recruiting practices, which have been pushed to extreme
lengths because of excessive competition due to the widening gap between supply
of and demand for new engineers, are sorely in need of a thorough overhauling.
The prevalent practices of running up the young engineer's starting salary by
competitive bidding, and of over-selling the company in an effort to "lure" recruits
with romantic but not always accurate pictures of the opportunities which await
the job candidate, often, in the long run, defeat their own ends. Too frequently
the new recruit meets disillusionment and consequent dissatisfaction.
Vacation Programs
More extensive vacation work programs for students are recommended both
as a means of acquainting the job candidate with actual conditions in industry
and as a device to enable the prospective employer first to evaluate his candidates,
and secondly, to develop and maintain contact with them long before they are
thrown on the labor market.
If these recommendations are carried out, it is thought, the engineering grad-
uate will come to the job with a background of knowledge which will more nearly
fit him for the tasks ahead and he will, in consequence, be a happier and better
adjusted employee, ready and willing to tackle routine and relatively unimportant
assignments while he is preparing himself for positions of greater responsibility.
Some modifications in the average employer's attitude toward his engineers
also seems indicated in order to bring about a situation in which the latter can
work contentedly and efficiently in an employee capacity.
A separation of personnel functions as regards professional and nonprofessional
employees seems indicated, with a greater degree of recognition of the engineer's
professional status.
Registration Desirable
The engineer will be happier if he is given the widest variety of work assign-
ments consistent with the company's operating procedure. He also should be
encouraged to register and to participate actively not only in professional organiza-
tions but also in such activities as writing, public speaking and community affairs.
In most companies, it appears that there is a necessity for clearing out existing
channels of communication between management and engineers and, in many cases,
the creation of new and better channels. Few engineers seem to have been kept
sufficiently informed of their companies' business objectives — or even of their own
personal progress in the firm.
Like most other workers, the engineer is interested primarily in security and
opportunity for advancement, and all programs linked to those objectives will
aid in keeping him contented. Especially desirable are comprehensive training pro-
grams, designed to fit the engineer for more responsible positions.
568 Cooperative Relations with Universities
Two out of three engineers employed in industry do not want membership
in labor unions, but many feel they would benefit by belonging to a non-bargaining,
interplant organization which would serve as a vehicle of expression and a means
of communication. That so large a percentage favor unions, however, points to
the necessity for immediate steps on the part of both industry and the professional
societies.
Other Devices
Some of the other means used by companies participating in the survey to
attract and hold their engineers follow:
Payment of tuition, in whole or in part, for advanced study.
Engineering scholarships for employees' children.
Profit-sharing and stock bonus plans.
A policy of promotion from within the company.
Payment of initiation fees and dues in professional societies.
Merit rating systems or other means of keeping them currently informed
of their personal progress within the company.
Report on Assignment 2
Stimulate Among College and University Students a Greater
Interest in the Science of Transportation and Its
Importance in the National Economic
Structure
By Cooperating with and Contributing to the Activities of Student
Organizations in Colleges and Universities
R. P. Davis (chairman, subcommittee), L. L. Adams, W. S. Autrey, T. A. Blair, W. H.
Huffman, E. E. Mayo, G. W. Miller, J. E. Perry, J. A. Rust, Barton Wheelwright.
This is a progress report, submitted as information.
Under date of October 4, 19S4, your committee sent out letters to all members of
Committee 24 requesting information on their activities during the current year which,
directly or indirectly, contributed to the activities of student organizations in colleges
and universities. The following summarizes some of these activities.
The following quoted material comes from a letter from George H. Echols, chief
engineer. Southern Railway System:
"At the National ASCE Convention, which was held in Atlanta, Ga., on February 20,
1954, the Southern Railway entertained various student representatives of Junior Chap-
ters from many colleges who were in attendance at the Convention. The entertainment
consisted of a tour of Atlanta, with emphasis on some of our railroad facilities, . . .
"The tour stopped at our Atlanta shops and a barbecue was served, followed by a
program of musical entertainment in which the various student groups participated by
singing their own college songs. After lunch, the tour was resumed through the downtown
section of Atlanta and disbanded in the afternoon at the Biltmore Hotel, convention
headquarters.
"I recently had the pleasure of talking to the Georgia Tech. Junior Chapter of
ASCE on the subject of 'Modern Mechanization and Modern Methods of Automatic
Cooperative Relations with Universities 569
Yard Construction and Operation'. Also, I recently talked to the Junior Chapter of
ASCE at Catholic University here in Washington, on the same subject as that used at
Georgia Tech.
"As you know, the Southern Railway is very much interested in obtaining young
engineering graduates to place in our student training program, which we have had in
effect since 1914. Practically all of our officers, including our president, operating vice
president, and many others down to the position of track supervisor, are graduates of our
student training system.
'"We are especially interested in the activities of Committee 24 as we feel that our
industry should advertise more to the younger generation than we have in the past, as
we find that in recent years fewer young men turn to railroading as a career."
Professor W. W. Hay of the University of Illinois reported that on December 9,
1^53, Allen Sams, office engineer. Illinois Central Railroad, spoke to their senior civil
engineers on the subject of "Operation and Modernization of Markham Yard". On March
.% 1954, C. H. Mottier, vice president and chief engineer of the same railroad addressed
the students on the "Reconstruction of the Illinois Central Railroad's Cairo Bridge".
On October 6, 1954, C. F. Nelson, industrial agent. Rock Island Lines, spoke before the
same group on the subject, "New Jobs for Civil Engineers on the Railroads".
According to Professor Hay, his classes in railroad construction and maintenance
and railway signaling made field trips on the Illinois Central to observe a mechanized
rail laying gang and to visit a train dispatcher's office and an interlocking plant.
J. P. Hiltz, Jr., chief engineer maintenance of way-system, New York Central Sys-
tem, reported having private conferences with a number of graduate students during
the establishment of the Central's Junior Engineer set-up, which at the present time
consists of 16 men assigned to various places and duties on their system. These men are
being trained on a very definite program basis on the premises that they will eventually
be promoted to the status of officers, depending on aptitude and ability.
On May 31, 1954, Clark Hungerford, president, St. Louis-San Francisco Railway
Company, spoke before the graduating class of the School of Mines and Metallurgy of
the University of Missouri. Much of his address represents the typical thinking of the
railroad engineer with heavy administrative responsibilities. The following excerpts from
this address will be of interest to the readers of this report:
"In 60 years, the number of engineers per 100,000 industrial workers has more than
quadrupled. This trend may be expected to continue, because present and prospective
developments in power, in electronics, and in other technical fields require increasing
scientific and engineering direction.
"But aside from the need for technically competent men there is the demand for
men who have been trained to accept responsibility for carrying out work, and who
have the capabilities of supervising other men. The fact is that men trained as engineers
are greatly in demand for positions of industrial and business management. About 40
percent of the top positions in this country's largest industries are held by men who
have had engineering training. All of this is a measurement of the opportunities of your
profession.
"Engineering takes in a great many things. It's building; it's planning; it's analyzing;
it's testing; it's correlating cause and effect; it's directing the work of others. Its function
in the social order can be traced back beyond the pyramids. In a broad sense, engineering
is the art of applying the materials and forces of nature to the benefit and convenience
of men . . . and doing it in the most economical manner. It is a profession closely allied
with pure science.
570 Cooperative Relations with Universities
"Today your profession is highly specialized. At the same time each specialized field
offers broadened avenues for the application of engineering principles. One of the oldest
fields of engineering is in transportation. Two hundred and twenty-five thousand miles
of railroads in this country are a monument to engineering achievement. They also repre-
sent a fertile field for future accomplishments. After more than 30 years in railroading
I would be the last to suggest that we have even approached the last frontier. The job
of providing low-cost mass transportation in a period of high costs and high taxes is a
continuing challenge. Mindful of the need for technically trained men, we make a deter-
mined effort to attract engineering graduates, and to aid them in their advancement.
In the case of our own railroad we have a training program for the purpose of develop-
ing supervisory officers in the maintenance of way and operating departments. The
course gives the trainee a good coverage of railway experience in the shortest time
possible, in our case 2J/2 years. From then on his promotion and development is dependent
on his willingness and upon his ability."
On November 30, 1954, W. H. Huffman, assistant engineer of m.aintenance, Chicago
and North Western System, made an address before the engineering students of the South
Dakota State College at Brookings, S. D.
W. S. Kerr, now vice president and business manager, Northwestern University, and
formerly executive assistant, Burlington Lines, lists the following appearances at North-
western University: June 13, 1954, a talk at the Traffic Institute Pre-Graduation Dinner;
June 16, 1954, an address before the School of Mortgage Banking, entitled "Some Cur-
rent Problems in Business Management; and October 5-6th, 1954, talks at new student
convocations.
From Professor B. B. Lewis of Purdue University comes the information that Pro-
fessor K. B. Woods, Head of the Civil Engineering Department at Purdue, gave an
illustrated lecture on the construction of the new railroad in Labrador before the Purdue
University Student Chapter of the ASCE on December 15, 1953.
C. H. Mottier, mentioned previously as a speaker at the University of Illinois,
reported on the annual inspection trip of the Purdue senior civil engineering class at
Markham Yard, which usually comes in October.
In an interesting letter from Division Engineer N. W. Kopp of the Illinois Central
Railroad, he reported that on January 12, 1954, a group of local officers of the Illinois
Central Railroad, consisting of J. R. MacLeod, freight traffic manager; F. K. Stanford,
superintendent; J. F. Wilkinson, supervisor of track; W. R. Jones, assistant freight traffic
manager; James E. Gardner, general freight agent; E. J. Meade, general passenger agent,
and himself, met with 250 students and department heads at the University of Mississippi,
under the direction of Dr. William T. Hicks, chairman of the School of Commerce and
Business Administration.
Quoting Mr. Kopp: "At this meeting we related the story of the Illinois Central,
with emphasis on economics and business activities in Mississippi. Following this general
meeting, the Illinois Central group was assigned to group discussion with advanced classes
in market research, industrial relations, principles of industrial management, foreign
trade, transportation and engineering. Each of these meetings consisted of question and
answer sessions."
On April 27, 1954, the same group and V. T. Johnston, executive general agent
of the Illinois Central, attended a business outlook seminar with 18 faculty members
of the University of Mississippi in attendance.
Professor Fred J. Lewis of Vanderbilt University reports meeting with many high
school groups during the early spring in connection with their high school visitation pro-
C o c) p e r a t i V' c Relations with Universities 571
gram. Quoting from his letter: "Perhaps the two best occasions that were offered to me
during last year were the vocational program given at Tennessee Polytechnic Institute in
Cookeville, where there were something like 2000 high school students present, and a
similar program at Clarksville, where there were almost as many juniors and seniors
congregated."
Dr. Robert B. Rice, Head of the Department of Diesel and Internal Combustion
Engines at North Carolina State College, reported a number of activities, including a
Diesel Symposium, which was attended by the engineering staffs of several railroads and
by engineering students from Duke University and from his own school. Various aspects
of railroading were discussed, with special emphasis on the diesel locomoti\c and its
problems. Other activities included an address before the engineering faculty and studcnt.s
at Duke University, and the arrangement of inspection trips for students.
W. T. Rice, general superintendent, Richmond, Fredericksburg and Potomac Rail-
road, participated in a program involving students studying railroad maintenance and
operation at the Army Transportation School at Fort Eustis, Va. These young officers
were being given a brief familiarization course in railroading prior to being assigned to
various railroads in the country to observe the supervisor in his day-to-day work.
W. C. Sadler, professor of Civil Engineering at the University of Michigan, lists
trips by his students to points of interest, including one to the diesel shops of the Ann
Arbor Railroad at Owosso, Mich., with A. T. Scherer, master mechanic, conducting the
trip; one to inspect the terminal facilities of the New York Central Railroad at Detroit,
Mich., conducted by W. H. Shearer, superintendent at Detroit; and one to the Pennsyl-
v-ania Railroad teiminal at Toledo. Another activity consisted of bringing a group of
students to the AREA convention in Chicago
Professor H. O. Sharp, head. Division of Geodesy and Transportation Engineering
at Rensselaer Polytechnic Institute, reported continued interest on the part of students
in railroad engineering courses at Rensselaer. Over the years this institution has estab-
hshed an enviable reputation for supplying the railroads with outstanding men.
D. W. Tilman, special engineer, Baltimore & Ohio Railroad Company, visited 8 uni-
versities and talked to about 75 seniors in the interest of their Technical Graduate
Training Course.
A seminar on ''Railroad Management — The Next Generation" was held on February
10 and 11, 1954, at the University of Michigan, in which three members of Committee
24 participated. S. R. Hursh, chief engineer, Pennsylvania Railroad, presented a railroad
viewpoint on the subject of methods by which railroads can effectiv'ely recruit and select
potential managers and leaders for their executive ranks.
Mr. Hursh emphasized the fact that effective recruiting depends largely on having
something attractive to offer, such as (1) a good training program, and (2) salaries
sufficient to provide a good standard of living. He cited the Pennsylvania Railroad as
having had a training program for 60 years for engineering graduates. From 1948 to
1953 the Pennsylvania hired a total of 203 men from 54 colleges. As of December 31,
1953, there were 725 engineering graduates in their total organization.
An academic viewpoint on this subject was presented by Professor O. W. Eshbach
of the Northwestern Technological Institute. He stressed the importance of proper recruit-
ing methods, such as adequate financing, personal contacts, advertising in school jour-
nals, and going to those schools where the talent is, regardless of whether the school is
accredited or not.
In discussing another subject at this seminar, namely, what should the railroads do
to train and develop their next generation of executives, C. H. Mottier, Illinois Central,
572 Cooperative Relations with Universities
made the following recommendations: (1) Select best possible recruits, whether univer-
sity graduates or otherwise; (2) train the recruits; (3) put square pegs in square holes;
(4) do not close the door to the non-college man; (5) unionism is a real threat (con-
centrate on making young supervisors feel part of management) ; (6) human quaUties
are more important (70 percent) than technical education (30 percent) ; (7) it is im-
portant for future executives to work with their hands, in the gangs, to get the feeling
of the rank-and-file; (8) railroads should promote within their ranks; and (9) bring
various executives, including juniors, into the monthly Board of Directors meeting, as the
I.e. does.
Report on Assignment 3
The Cooperative System of Education, Including Summer
Employment in Railway Service
O. W. Eshbach (chairman, subcommittee), W. H. Huffman, W. S. Kerr, J. B. Babcock,
Armstrong Chinn, P. O. Ferris, C. G. Grove, A. V. Johnston, T. R. Klingel, R. C.
Nissen, L. M. Ogilvie, J. F. Pearce, E. M. Hastings.
In past years the committee has kept the Association advised of the developments in
cooperative engineering education and has reported periodically on studies relating to
railroad company participation in these programs and vacation employment of graduates.
More recently, when technical education, and particularly cooperative education, was
threatened by emergency provisions for military preparedness, it was felt desirable to
keep the Association informed of impending legislation and its possible effect upon the
current and long-term supply of engineering talent. This involved contact with and
participation in the studies of a number of groups likewise concerned. All of these groups
were handicapped by the lack of factual information upon which to judge consequences.
Inasmuch as constructive relationships between the railroads and the univetsities
involve an understanding of each other's problems, your committee has made available
to its members the most comprehensive report resulting from the many postwar studies —
"America's Resources of Specialized Talent." The report under this title was published
by Harper & Brothers in September 1954. It was prepared by Dael Wolfle, director of
the study made by the Commission on Human Resources and Advanced Training, which,
in turn, was organized by the Conference Board of Associated Research Councils and
financially supported by the Rockefeller Foundation. The work was carried on in the
office of Scientific Personnel of the National Research Council.
The purpose of this report is to call to the attention of railway officers the avail-
abihty of the information and to summarize briefiy some observations related to the
nature and supply of specialized talent.
In brief, the report discusses in separate chapters the importance of educated man-
power as a national resource; classifies the major fields of specialization; traces the
trends in college graduations in the several classifications in five-year periods over the
last half century; gives the present distribution of graduates in occupations; discusses
the factors affecting supply and demand and the potential supply; analyzes the char-
acteristics of the students entering the several fields of specialization; and discusses the
utilization and improvement in utilization of the potential supply.
In considering current and future leadership problems of the nation, the commission,
upon being organized by the American Council of Learned Societies, American Council
Cooperative Relations with Universities
573
on Education, National Research Council and Social Science Research Council, directed
attention to three interrelated problems.
First, what is the present supply of the many trained specialists? What are their
characteristics? How rapidly have they been growing and how efficiently are they being
used?
Second, what are the present and future demands relative to the supply ? Where
need exceeds demand, how can more students be persuaded to remain in school to acquire
the necessary training to qualify ?
Third, what is the potential supply ? How many students who possess the poten-
tilities are lost in the educational process? Why are they lost?
In the appendices of the report are many statistical tables for the information of
those who wish to analyze further the implications of the facts. The nature of the con-
clusions will be characterized here by a discussion of engineering, since this is the concern
of your committee.
Table 1
Esti?natcd
Thousa7)ds
With Deyrees in
Specialized Fieldi
Living in 1953
Thousands
Employed at
Professional
Level in 19S3
Thousands
Percent
of College
With
Percent
Gradtiates
Deyrees
Men
Employed
.301
.57
98.5
.58
09
91
41
73
70
30
07
94
40
88
75
18.1
100
93
84
100
90
87
20
2
741
54
85
72.5
04
28
177
88
90
101
00
95
20
92
04
3.5
74
74
82
72
51
58
75
31
No.
Ph. D's.
195S
Engineers
Chemists
Physical scientists
Earth scientists
Biological scientists
Physicians
Dentists
Nurses
Business and commerce .
Education
Lawyers
M in isters
Psychologists
Social scientists
Humanities and arts
.Social workers
529
170
108
00
232
194
75
38
580
983
280
95
578
839
033
84
50
45
52
185
84
340
1,372
1,141
202
108
22
47
114
77
3,750
15,500
8,250
2,700
13,800
4.50
12
050
490
4
450
13
450
15
3.50
The present supply of special talent in America is partly shown in Table 1. In gen-
eral, it represents a group of about S million people out of a population of 160 milHon,
and about 8 percent of the 60 million employed. Each of these fields is limited to those
who, by further education or training, have acquired certain specialized knowledge and
skill. Not all, but a major part of the comparative development of our civilization has
been due to their efforts or achievements. Likewise, the dominant role of education is
evidenced by the varying percentages of college-trained personnel. Of particular interest
are the first seven classifications representing one quarter of the group, half of whom are
engineers. Basically, their efforts depend upon a knowledge of physical and biological
sciences. In growth over the last half century they have, with the exception of medicine
and dentistry, exceeded many times the rate of growth of our population. In view of
this it is difficult to understand the decreasing percentage of high school students who
elect to study the sciences in preparation for college.
Most fields have at times experienced shortages. This has been particularly true of
engineers in the postwar period. It is gratifying to note that the low point of supply has
been passed and that in the next five years a better balance between supply and demand,
574
Cooperative Relations with Universities
about 30,000 per year, may he anticipated ; even this may he short of current needs.
Longer term predictions arc more speculative. For example, Table 2 shows the predictions
of college graduations up to 1970.
Table 2 — Projected High School and College Graduates
Year
High School
Graduates
College
Graduates
1954
1,274,000
1,327,000
1,396,000
1,400,000
1,475,000
1,582,000
1,777,000
2,446,000
286,000
1955
272,000
1956 -.. - .
283 , 000
1957 - - . -
288,000
1958
292,000
1959 - -
307 , 000
1960 .
326,000
1965 - _ . .-
454,000
1970 . .
591,000
It would be unrealistic to expect the number of engineering graduates to increase at
a faster rate than all college graduates. For more than 12 percent of all graduates to be
engineers is high in the light of past experience. Only under the artificial stimulation of
war activities has this been exceeded. Also, the competition in interests of high school
students in relation to all other fields of specialization shows little promise of material
change. A greater potential change which could affect the supply of all specialists lies
in the salvaging of lost potentiahties in public school education. For example, in the 18-
year age group there are over 2 milHon people, only 60 percent of whom are graduated
from high school, approximately 24 percent go to college, and 12 percent will be graduated
from college. The last mentioned percentage may increase to 18 percent by 1970. The
commission's report analyzes the intellectual potential of this last group and the con-
tributing causes. Corrective measures will have to await the enlightenment of parents,
teachers and the population as a whole.
It would be strategically advisable to concentrate on higher quality and better utiliza-
tion of special talent and greater effort in the training of less privileged employees.
In comparison with all college graduates, the analysis of the qualifications of engineers
is quite favorable. In general, the group comes from the upper half of high school gradu-
ates and rates slightly superior to the average college graduate in intelligence. This is
particularly true of all in the science field. With reference to social-economic heritage,
they likewise compare favorably. In this connection it is interesting to note that the
upper half of all college graduates compares in intellectual potential to the upper IS
percent of the population of the country. The serious losses occur in the large percentage
of the superior individuals who for lack of motivation, social-economic background,
finances, and adequate guidance fail to continue their education, or neglect to prepare
adequately for continued study in college should this opportunity later materialize.
The American democratic system of compulsory education for everyone is unique
among the nations. Its results are most frequently criticized for failure to advance the
potentially superior to the same degree as is done in countries where class privilege pre-
vails. Who goes to college in America may be determined more than is appreciated by
who wants to go. This does not correlate too well with who should go. The major
screening factors are the possession of adequate ability, satisfactory previous school work,
money to pay expenses, and desire. The last, influenced by and influencing the others,
is too frequently the earliest determinant. Judgments arising from social-economic back-
Cooperative Relations with Universities 575
ground, lack of information, and stimulating intellectual environment, prematurely deter-
mine the careers of many with superior potentialities.
Our industrial and business world, together with the professions, can do much to
develop better understanding at the early high school level. Such activities as are exempli-
fied by this committee in preparing information on the railroad industry, supporting
cooperative education, and summer employment of students, are important contributions
to more effective guidance and motivation of youth.
Report on Assignment 4
Conduct a Study Looking to the Publication of a Booklet, or
Booklets, for Distribution to Educational Groups, Par-
ticularly High Schools and Undergraduates in
Colleges, Designed to Stimulate Interest
in the Opportunities Afforded in a
Railroad Engineering Career
Collaborating with the Mechanical Division, the Electrical Section,
the Signal Section, and the Communications Section, AAR
G. A. Kellow (chairman, subcommittee), George Baylor, W. H. Huffman, W. W. Hay,
W. E. Heimerdinger, S. R. Hursh, Frank Kerekes, H. E. Kirby, B. B. Lewis, H. S.
Loeffier, W. A. Oliver, W. C. Sadler, H. 0. Sharp, D. W. Tilman.
This is a progress report, submitted as information.
In last year's progress report the committee advised that it would undertake to
develop a brochure intended for college undergraduate level, designed to stimulate interest
in the opportunities afforded in a railroad engineering career. Accordingly, your com-
mittee has developed text material for such a brochure, which is presented herewith (see
next page), and has collected photographs to illustrate suitably such a brochure.
The committee recommends that the Board of Direction give consideration to the
development of this material into an attractive brochure for distribution to undergrad-
uates in colleges and others interested, either as an AREA project or in conjunction with
the AAR.
576 Coop erative Relations with Universities
THE RAILROAD FIELD
A Challenge and Opportunity
What industry should I select as offering a happy and prosperous future?
What field of engineering offers a variety of problems to which I will be
able to apply the technical knowledge I am acquiring?
What industry offers the promise of stability, security, and possibilities
for advancement?
If you are an ambitious, aggressive, normal engineering student,
looking for a CHALLENGE AND OPPORTUNITY, the answer to
these questions may well be "THE RAILROAD INDUSTRY".
The railroads form one of the largest and most important indus-
tries in the country. The Class i roads (those with annual operating
revenues over $1,000,000) have a total investment in road and equip-
ment in excess of $32 billion; they employ more than 1,000,000
people; they spend annually nearly $2 billion for materials and
supplies.
What part do engineers play in this railroad industry?
Back of all railroad operations is a large group of technical men
from practically every branch of engineering. To these men, the rail-
roads offer an interesting and challenging career, with exceptional
opportunities for advancement both in their various engineering organ-
izations and in other supervisory positions. Such men enjoy their work,
are respected by their fellow workers, enjoy prestige in their com-
munities, and are substantially rewarded for their efforts.
It is the responsibility of engineers to install and maintain all
of the fixed properties and equipment of the railroads that make up
their $32 billion investment.
The activities of a large percentage of the 1,000,000 railroad
employees are directly or indirectly supervised by engineers.
Engineers assume most of the responsibility for the $2 billion
annual supply bill of the railroads, either through direct use of supplies
and materials or the control of quality and quantity.
Many engineers have been called on to fill high executive posi-
tions in all branches of railroading, including operations, traffic,
accounting, and executive. Many railroad presidents have had engi-
neering training and experience, and practically every major railroad
in the country has men with such a background in top executive
positions.
Cooperative Relations with Universities 577
for Young Engineers
In short, the railroad industry offers the young engineer the chal-
lenge of a wide variety of difficult, interesting and complex engineering
problems to analyze and solve, with the opportunity to advance in
accordance with his ambitions and capabilities.
Fields in Which an Engineer May Participate
in a Railroad Career
The railroad field offers many avenues of activities for the graduate
engineer, suited to his preference, aptitudes and specialized training. These
may be found in the Engineering, Maintenance of Way, Signal, Communica-
tions, Mechanical or Electrical Departments, in Research, or in any one of a
number of other lines of railroad work.
Engineering and Maintenance of Way Departments
These departments on each railroad are responsible for the roadbed,
track, bridges, buildings and allied structures, and their v^^ork is basic to the
operating activities of every railroad. In them develop daily problems of
every nature in the field of Civil, Mechanical, Architectural, Electrical and
Chemical Engineering.
Roadway and Track
The roadbed and track are the foundation or substructure upon which
all train operation is based. Railroads must build and maintain this founda-
tion in every conceivable location — over prairies, across and through moun-
tains, over swamps, and spanning rivers and lakes. The engineering problems
involved are numerous and varied.
The Engineering and Maintenance of Way Departments of railroads
today are engaged primarily in improving and maintaining existing roadbeds
and tracks. In many locations cuts and fills must be stabilized, requiring sur-
veys and studies as to best procedures. Studies and surveys are also neces-
sary to determine the economics of line relocation to permit curve or grade
reductions, or to eliminate territories requiring excessive maintenance.
The main-line track structure, including rail and fastenings, ties and
ballast, must be constructed and maintained to carry high-speed passenger
and freight trains safely, with maximum passenger comfort and minimum
578 Cooperative Relations with Universities
damage to lading. The railroads usually employ two groups of forces to carry
out this work — one to handle ordinary maintenance, and the other to carry
out new or rebuilding work. A railroad's engineering staff is responsible for
programming, supervising, and inspecting the work of all these forces. Time
studies are necessary to determine how labor-saving machinery and mass
production methods can speed up work, improve its quality, or reduce costs.
Engineers on many railroads have designed entirely new machines and com-
pletely reorganized methods to minimize hand labor.
Those in the Engineering and Maintenance of Way Departments assist
in making surveys, preparing plans and supervising the construction of large
new train yards for modern hump and retarder switching of cars, or the
rebuilding and modernizing of existing yards to meet changing conditions.
New industrial activities require extensive trackage to serve manufacturing
plants. Coal and ore docks require tracks for handling materials in large
quantities and under all conditions.
Bridges
An equally important responsibility of the Engineering and Mainte-
nance of Way Departments is the design, construction and maintenance of
all bridges, buildings and other structures essential to railroad operations.
These structures must be engineered to provide safety to personnel and
equipment, and to meet the purposes and needs of the railroad satisfactorily
and economically.
Bridges and culverts of every type are used by railroads. Thus, all
phases of bridge work, from the preliminary survey to determine the proper
size, type and location of structures, through design, construction and inspec-
tion are the responsibility of the engineer. Sub-soil studies are needed to
design substructures properly. Analyses are required to select materials and
methods which will provide economical installation and reduced maintenance
costs, and at the same time safely perform the service intended. In some
instances simple pile and timber trestles may be required; in others long
multiple through truss spans will be needed.
Existing bridge structures must be maintained in good condition. Field
inspections are needed to determine what repairs may be required. The work
of repair crews must be programmed, materials and equipment must be
assembled, and the work supervised and inspected. New methods and labor-
saving machines must be developed constantly to provide practical and
economical methods of carrying out this work.
Buildings
The problems of the design and construction of new buildings of all
types for many purposes are handled by the Engineering and Maintenance of
Way Departments. New and modernized passenger stations are but one of
the many responsibilities of the building engineer.
Cooperative Relations with Universities 579
For properly maintaining locomotives, modern locomotive shop buildings
must be provided.
Passenger and freight car shops must be designed to handle all types
of construction and repair to all classes of cars, while other shop facilities are
needed for rebuilding and modernizing existing rolling stock.
Storehouse facilities are required at many locations where thousands of
kinds of materials, parts and supplies must be readily available daily.
Warehouses and freight-handling facilities must be provided in railway
terminals to handle large volumes of less-than-carload freight with power
equipment, including tractors and trailers, fork-lift trucks, conveyors, and
other modern material-handling devices.
Office and welfare facilities are needed at key points to house personnel
engaged in railroad activities.
Many other types of on-line and terminal structures, such as locomotive
fueling, watering, sanding and cleaning facilities, and car loaders and unload-
ers, are required to keep the railroads operating.
The technical staff of a railroad must design and supervise the con-
struction of all these facilities. Equally important, they must plan and
carry out their maintenance.
Signal Department
The Signal Departments of the railroads have the responsibility of pro-
viding and maintaining fool-proof systems of signaling capable of controlling
the movements of a large number of trains at high speeds. These systems
include Centralized Traffic Control (CTC), wherein both signal lights and
power switch machines over several hundred miles of busy tracks are con-
trolled remotely by a single operator from a single panel.
Electrical engineers in the Signal Departments are called upon to assist
in the design and installation of interlockings to control the movements of
trains where lines of railroads meet or cross, and at automatic hump retarder
yards, where one or more operators may, by merely pressing buttons or turn-
ing desk levers, line up switches for the movements of cars into any one or
more of many classification tracks.
They also have jurisdiction over the design, construction, maintenance
and operation of automatic train control systems, where the actual control
of a train improperly operated may automatically be taken away from the
locomotive engineer and controlled by signal indication; and all highway-
railway grade crossing gates and signals.
It is the constant responsibility of the signal force to make operational
studies to develop the economics of new and improved signal systems.
580 Cooperative Relations with Universities
Communications Department
The communications system is the nerve network of any railroad. No
railroad can function properly without dependable communications service.
Electrical engineers associated with the technical staff of the Communica-
tions Department are responsible for designing communication facilities to
provide such service; for developing maintenance methods to keep these
facilities in operation continuously under all conditions; and for constantly
improving existing layouts by adopting modern improvements in equipment
and methods. Railroad communication facilities include:
Voice and message circuits to handle orders for the movements of
trains, and other circuits to provide officers and supervisors the
means to keep in constant contact with all activities.
Teletype networks to handle messages between departments and to
furnish traffic representatives and shippers with information on
the movement of commodities.
Punch card systems in larger yards in conjunction with Teletype tape
transmission, to give advance information of train movements.
Radio in train operation for communication between the head end
and rear end of trains, between trains and the dispatchers, and
between trains themselves.
Radio in terminal operations to improve the handling of cars in train
yards and enroute to industries, and thus provide better control
of the activities of switch engines handling this work.
Closed-circuit television for various yard operations.
Intercom systems in yards, freight houses and offices, involving paging
and talk-back speakers.
Similar equipment in train make-up and break-up yards to permit
forces to coordinate their activities for improved handling of
trains.
Mechanical Department
The Mechanical Department of the railroads offers a special challenge
to interested, aggressive, and ambitious mechanical and electrical engineers.
This department has responsibility for the design, construction, maintenance,
repair and servicing of all types of rolling stock.
Locomotives
The diesel locomotive today is the backbone of railroad motive power.
Yesterday it was the steam locomotive. Tomorrow it may be the steam or gas
turbine, or even an atomic-powered unit. The railroads are constantly seek-
ing new and improved methods in a continuing evolution. At the same time,
current maintenance problems are always under study.
The Mechanical Department offers opportunities:
Cooperative Relations with Universities 581
To assist in developing means of keeping diesel engines in serviceable
condition under many different and difficult operating conditions;
To devise methods of overhauling generators, traction motors and all
allied electrical equipment;
To develop and oversee methods of servicing motive power at out-
lying points in order to keep it in constant service; and on some
roads,
To participate in new developments in modern high-speed locomotives
which may be electric, gas turbine, diesel-electric, steam turbine,
or even atomic powered.
Cars
High-speed passenger and freight train operations have completely
changed and multiplied the engineering problems involved in the Mechanical
Department. Heavier carloadings and specialized requirements of the rail-
roads' customers have further magnified its problems.
Engineers in the Mechanical Department participate in the design and
maintenance of passenger cars capable of operating at speeds in excess of
100 mph. At the same time they must see that all air conditioning, lighting,
and safety equipment on these cars function properly under every condition
imposed; that wheels, trucks, and electric and air brakes meet the highest
safety and comfort standards.
Problems for the engineer to solve in the freight car field are likewise
interesting and varied. The Mechanical Department must —
Establish techniques of rebuilding and modernizing freight cars, bal-
ancing dollars spent against results obtained;
Devise means to service, inspect and repair cars in trains at terminals,
without delays;
Develop and approve bearings, brakes, and safety appliances;
Set up loading rules to prevent derailments;
Foster new practices and better materials to reduce costs or prolong
service life.
Electrical Department
The railroad electrical engineer serves as an integral part of the
Engineering, Maintenance of Way, and Mechanical Departments, and finds
a wide opportunity to apply his training to problems pertaining to fixed
plants, and locomotives and cars, as well as to specialized studies that arise
from time to time.
The railroad electrical engineer is responsible for the design and main-
tenance of:
i82 Cooperative Relations with Universities
Generators, traction motors, auxiliaries, and control equipment on
diesel-electric locomotives, which are of primary importance on
the railroads today.
Power supply, air conditioning equipment, lighting, intercommunica-
tion systems and other modern electrical conveniences on pas-
senger cars.
Electric features of the fixed plant, which include lighting, power dis-
tribution, transmission lines, power substations, electrolysis
studies, etc.
Catenary, transmission lines, substations and supervisory control, as
well as the many problems of the electric locomotive on electrified
lines.
All of these responsibilities call for ingenuity, resourcefulness, and
versatility on the part of the railroad electrical engineer.
Other Opportunities In the Railroad Field
The young engineer entering railroad service can select a wide variety
of activities outside the scope of the departments already covered. These may
be in the:
Research and Test Department
Operating Department
Purchasing Department
Industrial Development Department
Accounting Department
Traffic Department
Many railroads reach into their various technical departments for men
for further training and advancement to positions of responsibility in other
departments.
Civil, Mechanical, Electrical and Chemical engineering graduates inter-
ested in practical research will find opportunities in the RESEARCH AND
TEST DEPARTMENTS of the railroads. Here one finds up-to-date physical,
chemical and metallurgical test laboratories fitted with modern testing equip-
ment and machines designed to assist the purchasing and user departments
in the quality control and utilization of the thousands of types of material
purchased by the railroads; to check design stresses of locomotives, cars,
bridges, buildings, and the track structures; to analyze failures in structural
materials, track fastenings, and car and locomotive parts, looking to improved
designs, increased safety, and lower costs.
A number of railroads have organized TRANSPORTATION RE-
SEARCH departments where all types of engineers analyze shop, terminal,
Cooperative Relations with Universities 583
train, accounting, or clerical operations to develop new and improved meth-
ods. The work is generally performed in small groups and may be carried
through from investigation to execution of suggested changes.
The OPERATING DEPARTMENTS of the railroads have found the
training and experience of all types of engineers an excellent background for
trainmasters, superintendents and other operating personnel ; for scientifically
analyzing train operations on the road and in terminals; for working out
the material-handling problems at large freight stations and storehouses.
The INDUSTRIAL DEVELOPMENT DEPARTMENTS of the rail-
roads offer opportunities for Civil, Industrial, Architectural and other types
of engineers to assist manufacturers in plant location, layout, and service
trackage; to promote industrial growth and traffic through studies of natural
resources in the territory served; and to foster agriculture, forestry and stock
raising in areas contiguous to railroad lines.
The ACCOUNTING AND TRAFFIC DEPARTMENTS also offer
increasing opportunities to engineers, as railroad accounting and cost con-
trols assume constantly increased importance and as freight traffic solicitation
in the present competitive era becomes more than a matter of rate structure
and routing.
In all of those fields, railroad officers are constantly on the lookout
for those who have demonstrated ability, resourcefuless, ingenuity, sound
judgment and willingness to assume responsibility. These are the men
who will later step to the head of their respective departments and
eventually into top management positions.
What Special Advantages Do the Railroads
Offer Engineers ?
In addition to the opportunities offered by the railroads* to the young
engineer as an outlet for his training, energy and ingenuity, they provide
their technical employees attractive compensation, with excellent oppor-
tunities for advancement, a high degree of job security, many desirable bene-
fits, and, in many instances, training courses.
Compensation and Advancement
A study made by the American Railway Engineering Association dis-
closes that the average starting salary paid engineering graduates by the
railroads is in line with, or slightly above, the average paid by industry gen-
erally, and that the minimum railroad salary is well above the minimum
reported for all graduates.
Engineering employees who have acquired a proper engineering educa-
tion, and who disclose personal characteristics of ability, interest, integrity,
584 Cooperative Relations with Universities
cooperation and loyalty, have an excellent opportunity for advancement to
positions carrying greater responsibility and higher compensation, not only
in the various engineering departments, but in any of the other departments
into which his preference and aptitude may lead him.
Job Security
Railway transportation is recognized as the safest, most dependable,
most economical, and most essential of all the various available forms of land
transportation. Consequently, employment within the railway industry has a
high degree of stability.
Benefits
Most engineering employees of railway companies have opportunities to
travel, not only in connection with their assigned duties, but also during
vacation periods, taking advantage of their privilege to secure railway passes
or reduced fare transportation for themselves and their families. This
privilege continues to be of benefit to railway employees after they retire.
The railroad engineering employee is reimbursed for living expenses
(cost of meals and lodging) during periods when engaged in assigned work
at locations away from his established headquarters.
Federal laws known as the Railroad Retirement and Railroad Unem-
ployment Insurance Acts protect railway employees and their families
against the loss of income due to old age, disability, unemployment, sickness
and death. In addition, some of the railroads have set up their own retire-
ment plans which provide officers and supervisors with additional income
over that to which they may be entitled under Federal laws.
Some railroads have agreements with insurance companies whereby em-
ployees, if they so desire, may participate in low-cost group insurance, includ-
ing life insurance, accident insurance, and hospital and physician expense
insurance.
Some railjvay companies own and operate hospitals wherein hospital and
medical service are available to employees, and their families, at very
reasonable cost.
Training Courses
Many railway companies have available so-called student training
courses which provide an opportunity for young engineers to work in various
departments, such as the Engineering, Maintenance of Way, Mechanical,
Electrical, Communications, Signal, etc. Participation in such student train-
ing courses will expand the young engineer's knowledge of the railway indus-
try and eventually present an opportunity for advancement.
Some companies have arrangements whereby high school and college
students are given employment in various departments during the summer
months between school terms.
Cooperative Relations with Universities 585
What Technical Training and Personal
Characteristics Are Required For
A Railroad Career ?
For the engineer entering railroad work, a high degree of specialization
is not generally necessary. What is required, is that he be familiar with gen-
eral engineering techniques, and be able to employ an analytical approach
to the solution of railroad problems and to the development of new ideas to
add to the adequacy and efficiency of the industry.
Having received an education in General, Civil, Mechanical, Electrical
or other engineering in a good engineering school, a man has an ideal foun-
dation for a successful career in railroading. After he has entered railroad
work, his advancement depends upon how successfully he is able to apply
the learning he has acquired, upon his diligence, and upon his ability to work
harmoniously with his associates.
As mentioned before, many railroads have established training courses
to train further young technical graduates for responsible railroad supervisory
positions. These courses serve to give those participating in them a start on
the practical experience they need to make better use of their technical
training. Likewise, they give the young engineer an opportunity to find his
place in the type of work and position for which he is best suited.
If the Challenge and Opportunity of a railroad career are attractive
to you, contact any of the railroad representatives who periodically inter-
view students at engineering schools; or contact any railroad system or
division office and make your interest known; or address an inquiry to
the Chief Engineer, Chief Mechanical Officer, or the President of any
railroad.
586 Cooperative Relations with Universities
Special Report on Annual Meeting of the American Society for
Engineering Education, at University of Illinois,
June 14-18, 1954
By C. G. Grove*
Early in 1954, the Association of American Railroads became an Associate Institu-
tional Member of the American Society for Engineering Education — the official profes-
sional organization for engineering education — which has guided college engineering pro-
grams for more than 60 years to their present high level, in the interest of students, the
engineering profession, and American business and industry. The AAR's interest in ASEE
was appropriately vested in Committee 24 — Cooperative Relations with Universities, of
the AREA, which designated one of its members — C. G. Grove, chief engineer — Western
Region, Pennsylvania Railroad — to act as the AAR's official representative in the Society.
In view of this new relationship between the AAR, the AREA and the ASEE, the fol-
lowing brief comments with respect to the Society, particularly its relationship to indus-
try, will be of interest to railroad engineers and railway managements.
The ASEE includes some 7500 Individual Members (college administrators, faculty
members, and industrial people) ; Active Institutional Members (accredited engineering
colleges, which include every accredited engineering school in the United States— a total
of about ISO) ; Affiliate Institutional Membership (for technical institutes and other
accredited sub-professional engineering institutions) ; and Associate Institutional Mem-
bership (which includes more than 70 companies and associations in industry) .
The Society feels that industry has an important stake in its activities, and, in turn,
offers many tangible benefits to industry. Its overall program gives recognition to the
fact that the development of technical managerial talent is a most critical problem facing
top management today ; that the future prosperity and progress of every industrial con-
cern depends upon a constant flow of people and ideas into the organization. The par-
ticipation of industry in the Society gives recognition on the part of enlightened manage-
ment to its partnership with the Universities in maintaining effective programs for the
recruitment, training, continued education, and management development of its profes-
sional people. As never before, industry looks to the engineering colleges for a source
of technical manpower, as well as for a reservoir of fundamental knowledge.
Membership in the Society, such as that maintained by the AAR, provides a channel
of communication with the policy makers of the universities, a forum for discussing
problems of mutual interest, and the machinery for implementing educational and research
programs. It gives the industrial representative a friendly and intimate relationship with
college deans and faculty members, and an opportunity to gain an understanding of the
problems of colleges and to inform the college personnel of his industry's needs and prob-
lems. Furthermore, his association with college faculty members in the common cause
of the engineering profession promotes mutual understanding and respect.
Industry's representatives in the Society find participation in its Relations with
Industry Division particularly rewarding. This Division is composed of an active group
of industrial representatives and college faculty members, and, in addition to building
good relations between industry and the colleges, has conducted a number of noteworthy
studies on such subjects as industrial training, qualities necessary for success in industry,
a speaker's manual, technical job descriptions, selection of college graduates, and graduate
study in industry.
* Chief engineer, Western Region, Pennsylvania Railroad, Chicago, and the Association of American
Railroads' representatives in ASEE.
C o o p e r a t i \' e Relations with Universities 587
In addition to the activities of the various divisions, the Society holds an annual
meeting each year on a college campus, as well as periodical regional meetings at various
educational centers of the country. The most recent annual meeting of the Society was
held at the University of Illinois, June 14-18, 1954, which was attended by the AAR
representative, who reported to Committee 24, in part, as follows:
"The first conference of the Relations with Industry division was held on Tuesday,
June 15, with the theme 'Ethics'. This most important aspect of the engineering profes-
sion was very ably presented by four speakers, following which there was a general dis-
cussion. Subjects touched upon included Organization of Engineers, Code of Ethics of
Engineers, and Competitive Bidding by Engineers.
"The next conference was joint with the Engineering College Research Council of
the Society on the theme 'Cooperative Research with Industry'. This conference brought
out the viewpoint of educational institutions, the viewpoint of industry, and the areas
of research cooperation. The great impetus in matters of research is presenting a number
of problems for the colleges and universities, and the facts brought out were of great
benefit as a guide to industry in providing funds for research projects.
"In addition to the foregoing conferences, your representative, with the knowledge
that the railroads of the country have considerable difficulty in recruiting men for minor
technical roles, such as design or engineering drawing, attended a conference of 'The
Technical Institute Division' of the Society. Members of this division are made up of
instructors, professors and deans of technical institutes where young men, in the course
of two years, fit themselves for positions as technicians and engineering draftsmen. As a
result of this conference it would appear that the railroads might well show a greater
interest in these technical institutes and graduates. It has been the experience on many
roads that engineering employees with college or university training, ending with a
Bachelor of Science in Engineering degree, are not always satisfied to serve on an engineer-
ing corps or in a drafting room. The graduates from these technical institutes would prob-
ably be better satisfied with such positions, and, at the same time, some of them, due to
sheer abihty, may progress to positions ordinarily attained by college or university
graduates.
"Your representative found the opportunity of meeting and talking with members
from colleges and universities, as well as with members from other industries, most
stimulating, and from that angle alone the Associate Institutional Membership of the
.'\AR was well worthwhile. In addition, the conferences provided viewpoints and infor-
mation that should be mutually helpful to the educators and industry in solving many
of the problems with which they arc confronted."
Report of Committee 15 — Iron and Steel Structures
J. F. Marsh, Chairman,
P. E. Adams
Raymond Archibald
R. C. Baker
H. A. Balke
E. F. Ball
F. Baron
J. L. Beckel
J. E. Bernhardt
E. S. Birkenwald
R. T. Blewitt
M. Block
H. F. BOBER
J. C. Bridgefarmer
R. X. Brodie
E. E. Birch
\'. R. COOLEDGE
E. F. Croxson
R. P. Davis
W. E. DOWLING
C. E. Ekberg
G. V. GuERiN, Jr.
(E) Member Emeritus.
Shortridge Hardesty
S. C. Hollister
N. E. HuENi
M. L. Johnson
B. G. Johnston
R. L. Kennedy
J. C. King
R. E. KoLM
Shu-t'ien Li
C. T. G. LOONEY
F. H. LOVELL
F. M. Masters
D. V. Messman
James Michalos
K. L. Miner
B. J. Minetti
N. W. Morgan
C. T. Morris (E)
Cornelius Neufeld
N. M. Newmark
T. C. Nichols
R. E. Peck
A. R. Harris, Vice Chairman,
A. G. Rankin
W. S. Ray
C. A. Roberts
G. E. Robinson
C. H. Sanrberg
T. C. Shedd
L. L. Shirey
C. E. Sloan
H. F. Smith
J. E. South
G. L. Staley
H. .C. Tammen (E)
E. k. Timby
J. P. Walton
C. Earl Webb
H. T. Welty (E)
A. T. Wilson
A. R. Wilson (E)
W. M. Wn.soN (E)
L. T. Wyly
Committee
To the American Railway Engineerinii Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Revision of Specifications for Steel Railway Bridges, submitted for adoption
and publication in the Manual page 590
Digest of tests on the finishing of structural plate edges, presented as
information page 590
2. Fatigue in high-strength steels; its effect on the current Specifications for
Steel Railway Bridges.
No report.
4. Stress distribution in bridge frames:
(a) Floorbeam hangers;
(b) Counterweight trusses of bascule bridges;
(c) Model railway truss bridge
Progress report, presented as information page 591
5. Design of steel bridge details.
No report.
6. Preparation and painting of steel surfaces.
Progress report, presented as information page 592
8. Specifications for design of corrugated metal culverts, including corrugated
metal arches.
No report.
9. Use of high-strength structural bolts in steel railway bridges.
Part 1 — 1954 inspection of experimental installations presented as infor-
mation page 592
Part 2— Tightening high-strength bolts, presented as information page 599
589
590 Iron and Steel Structures
Part 3 — Revision of Specifications for Assembly of Structural Joints Using
High Tensile Steel Bolts in Steel Railway Bridges, submitted for adoption
and publication in the Manual page 631
10. Substitutes for paint for preservation of steel bridge structures.
No report.
11. Economics of various design loadings.
No report.
The Committee on Ikon and Steel Structures,
J. F. Marsh, Chairman.
AREA Bulletin 520, January 1955.
Report on Assignment 1
Revision of Manual
E. S. Birkenwald (chairman, subcommittee), J. L. Beckel, R. P. Davis, A. R. Harris,
J. F. Marsh, Cornelius Neufeld, C. H. Sandberg, G. L. Staley.
Your committee offers the following recommendations with respect to Chapter IS
in the Manual.
Pages 15-1-1 to 15-1-43, incl.
SPECIFICATIONS FOR STEEL RAILWAY BRIDGES
Page 15-1-33. In Art. 2, Sec. B, change the percent for "Elongation in 8 in, min"
f 1,500,000* , ,.^
from — '- , to 16+.
tens. str.
Change the percent for "Elongation in 2 in, min" from — '■ ! , to 19.
tens. str.
Digest of Tests on the Finishing of Structural Plate Edges
Because of failures of steel due to brittle fracture, it was felt by your committee that
tests on different steels, modified by different end conditions, should develop information
which would probably lead to revision of the Manual with respect to the finishing of
steel edges. Sponsored by Committee IS, a research program was conducted in the
structural research laboratory of the University of Illinois by Dr. L. A. Harris, under
the general direction of N. M. Newmark, research professor of structural engineering.
Tests were made under so-called statically applied tensile loads on small specimens
of four different types of steel with several different kinds of edge conditioning. The
steels used were a rimmed steel and a semi-killed steel, both meeting ASTM A-7 specifica-
tions; a structural silicon steel (ASTM A-94) ; and a low-alloy high-tensile steel (ASTM
A-242). The edge conditions used included machined edges, sheared edges, flame-cut
edges, and in some cases, flame-cut edges subsequently flame softened. The flame-cut
edges were made by both manual and guided flame-cutting techniques.
It is concluded from the tests that for all steels the strength and ductility ot machined
edges are excellent. For all except the silicon steel the strength and the ductility of the
guided flame-cut edges were also very good. However, for the manual flame-cutting
procedure, there was, in some cases, serious impairment of the physical properties. Even
the automatic flame-cutting technique impaired the properties of the silicon steel, but the
ductility and strength were restored by subsequent flame-softening of the edge.
Iron and Steel Structures 591
The sheared-edge condition impaired the ductility in all of the steels tested. The
greatest damage seemed to be caused in the semi-killed steel where the strength also
was reduced for this kind of edge condition, in some instances as low as the yield strength
of the material. The damaging effect of the sheared edge was eliminated by subsequent
flame-softening treatment. The strength and the ductility were increased to practically
the same values as those of the same steel with machined edges.
Brittle fracture was never initiated, under any of the circumstances used in these
tests, at stresses below the yield point of the material. Only under the most damaging
condition was the strength at a brittle fracture as low as the yield point. With the better
fabrication techniques the strength was considerably above the yield point and approached
the ultimate strength of the material.
Report on Assignment 4
Stress Distribution in Bridge Frames
(a) Floorbeam hangers
(b) Counterweight trusses of bascule bridges
(c) Model railway truss bridge
C. H. Sandberg (chairman, subcommittee), J. E. Bernhardt, E. S. Birkenwald, J. C.
Bridgefarmer, J. F. Marsh, F. M. Masters, N. M. Newmark, G. L. Staley, C. Earl
Webb, L. T. Wyly, J. Michalos, E. K. Timby, N. W. Morgan, E. F. Ball.
Your committee submits the following report of progress.
(a)(b) The research project on study and investigation of the causes and remedies
of failures in floorbeam hangers in railway bridges and counterweight trusses of bascule
bridges is being conducted at Purdue University Engineering Experiment Station under
the direction of L. T. Wyly, research professor of structural engineering and head of
department. Administration is by Dr. G. A. Hawkins, dean of engineering, and by
Prof. K. B. Woods, head of the School of Engineering.
The project is sponsored financially by the Association of American Railroads. The
program was initiated upon the recommendation of AREA Committee IS — Iron and
Steel Structures, and is supervised by the Subcommittee on Stress Distribution in Bridge
Frames. This is a cooperative project, and the research office of the Association of
American Railroads, under the direction of G. M. Magee, director of engineering research,
and E. J. Ruble, research engineer structures, assists in and advises regarding the work.
In Bulletin 517, September-October 1954, pages 217 to 267, incl. (Proceedings, Vol.
56, 1955, same pages), is published a report on the comparative tests of large full-scale
structural joints, one connected with high-strength bolts and other connected with rivets
and high-strength bolts.
Final reports on the following projects are yet to be published: Static and Dynamic
Tests of the Missouri-Kansas-Ttxas Railway bridge at Erie, Kan.; Static Tests on the
Missouri-Kansas-Texas Railway bridge at Dcnnison, Tex.; and Static Tests on the Texas
and New Orleans Railway bridge at Wax Lake, La. These reports all cover measure-
ments of live load stresses in floorbeam hangers. The field work was done in part by the
AAR Research Office and in part by Purdue University.
(c) Final arrangements have been completed during the year for the start of tests
on a large 100-ft model truss bridge at Purdue University. Carrying capacity of various
members will be determined as well as the ultimate strength of end posts and other
compres.sion members bent by dislodged loads.
5Q2 Iron and Steel Structures
Report on Assignment 6
Preparation and Painting of Steel Surfaces
R. C. Baker (chairman, subcommittee), A. R. Harris, R. N. Brodie, J. C. King, F. M.
Masters, K. L. Miner, N. W. Morgan, R. E. Peck, A. G. Rankin, W. S. Ray, C. A.
Roberts, L. L. Shirey, C. E. Sloan, C. Earl Webb.
This is a progress report, submitted as information.
The committee is cooperating with the Steel Structures Painting Council and during
the past year inspected and made final ratings on the various painting systems under
test on the AAR Painting Test in Chicago.
The committee has also made an inspection of.tlie various painting systems under
test on the Missouri- Pacific Railroad Brine Drippings Test near Chester and Roots, 111.
All painting systems and protective coatings on test arc in excellent condition, except
one of the proprietary coatings which shows complete failure after one year of exposure.
The committee has also made an inspection of the service paint test on the Atchison,
Topeka & Santa Fe Railway. No ratings or comments can be made at present on these
painting systems since they have been in service less than one year.
The committee is cooperating with the Steel Structures Painting Council in the
publication of Vol. 2 of the Painting Manual. This publication should be completed during
the early part of 1955.
Report on Assignment 9
Use of High-Strength Structural Bolts in Steel Railway Bridges
A. G. Rankin (chairman, subcommittee), R. C. Baker, F. Baron, J. E. Bernhardt, W. E.
Dowling, N. E. Hueni, C. T. G. Looney, E. K. Timby.
This is a final report, presented as information, and consists of three parts. Part 1
presents details of the 1954 inspection of experimental installations of high-strength
structural bolts in various railroad bridges, and includes significant observations developed
therefrom. Part 2 is a report on a method of tightening high-strength bolts in which
bolt tension is correlated with turns of the nut from a "finger tight" position. Part 3
presents revised Specifications for Assembly of Structural Joints Using High Tensile
Steel Bolts in Steel Railway Bridges.
Part 1
1954 Inspection of Experimental Installations of High-Strength
Steel Bolts in Steel Railway Bridges
In 1948 the research staff of the Association of American Railroads installed high-
strength structural bolts in 12 different railroad bridges to determine if these bolts would
stay tight in particular locations where trouble had been encountered in keeping rivets
tight. Additional installations were made in 1950 in three bridges in a northern climate
to determine if such bolts were adversely affected by severe winter temperatures. These
bolts have been inspected periodically since their installation, and details covering the
installation and inspections, such as the railroad, location, number and size of bolts, the
date of installation, and the various inspection dates, are shown in Table 1. Progress
reports covering the initial installation were published in the Proceedings, Vol. 51, 1950,
Iron and Steei Structures
50.^
Table 1 — Test Installations of High-Strength Bolts
Railroad
Bridge
No.
Location
No. of
Bolts
Diam.
Inches
24
7
Vb
%
40
30
Vs
100
%
32
30
1
%
40
88
30
30
Vs
H
%
231
y%
20
%
04
li
319
%
104
90
Vs
Vs
Vs
Date
Installed
Date Inspected
PRR
PRR
PRR
PRR
PRR
CB&Q
CB&Q
C&NW-_
CMStP&P
NYC
AT&SF...
Southern.,
NP
GN
GN
Runway
Ore Dock
Runway
Ore Dock
60.07
18.58
307.32
284.12
711
Z312
73 . 03
121.\
151.4
78.1
10.0
23.3
Ashtabula, Ohio
Cleveland, Ohio
Belle vue, Del.
Perryville, Md.
Naaman, Del.
Albia, la.
Ottuinwa, la.
Reaver, la.
Byron, 111.
Ade, Ind.
Wilbern, III.
Mt. Carmel, 111.
Miles City, Mont.
Lurgan, N. D.
Rogers, Minn.
*Mar. '48
*Mar. '48
tDec. '.50
*Oct. '48
*Oct. '48
*Oct. '48
*Sept. '48
*Sept. '48
*Nov. '48
*Nov. '48
*Oot. '48
*Aug. '48
*Oct. '48
tNov. '50
tNov. '50
tNov. '.50
May
Sept.
Sept.
May
Sept.
Sept.
Sept.
Aug.
Sept.
Sept.
Aug.
Sept.
Sept.
Sept.
Aug.
Sept.
Aug.
Sept.
Sept
April
Aug.
Sept
Aug.
Sept
Sept
Sept
'48, Dec. '48
'49, Aug. '51
'.54
'48, Dec. '48
'49, Aug. '51
'54
'49, Aug. '51
'54
'49
'49, Aug. '51
'54
'49, Aug. '51
'49, Aug. '51
'49, Aug. '51
'54
'49, Oct. '50
'51, Sept. '.54
'49, Aug. '51
'54
'49, Sept. '49
'51, Sept. '.54
'49, Oct. '51
'.54
'51, July '54
•51. July '.54
. '51, July '54
♦Installations reported in ARE.X Proceedings, Vol. 51, 19.50, page .500.
tinstallation.s reported in ARE.\ Proceedings, Vol. .54, 19.53, page 929.
page 506, while the later installations and an inspection of all the bolts were reported in
the Proceedings, Vol. 54, 1953, page 929.
In general, the majority of the bolts have proven satisfactory. Although a few of the
bolts have apparently lost some of their clamping action, this loss could be due to a
re-seating of the steel or improper tightening, since in many of the installations it was
very difficult to use the torque wrench.
Details of the recent inspection of the test installations are presented in the following.
Pennsylvania Railroad, Ohio & Western Pennsylvania
Dock Company, Ashtabula, Ohio
The experimental high-strength bolts installed in this structure were inspected on
September 8, 1954.
This structure carries the machinery used in unloading iron ore from lake barges.
A total of twenty-four J^-in rivets connecting the stringer to a plate at the panel point
and seven ^-in rivets connecting a gusset plate to a post were replaced in March 1948
by high-strength bolts, the 7^-in bolts being tightened to a torque of 470 ft-lb and the
^-in bolts to a torque of 300 ft-lb.
A visual inspection of the bolted connections revealed that only one bolt appeared
to be loose, as indicated by rust streaks around the washer. However, there was no
indication that movement had occurred between the bolted parts. All the %-in bolts
were checked with a torque wrench, and the nuts on only 3 bolts turned at a torque
value below 540 ft-lb, one turning at 520 ft-lb, another at 480 ft-lb, and the third, which
appeared to be loose from the visual inspection, at 160 ft-lb.
504 Iron and Steel Structures
Two of the bolts were removed and examined carefully for any indication of rusting,
and it was found that the shank and threaded area of the bolt between head and nut
were in excellent condition.
Pennsylvania Railroad, Ohio & Western Pennsylvania
Dock Company, Cleveland, Ohio
The experimental high-strength bolts in this structure were inspected on September
9, 19S4.
This structure consists of a Hulett ore unloader used in unloading iron ore from
lake vessels. In March 1948 the eighteen ^-in rivets holding the ends of the crane rails
to the top flange of the main girder and the twenty-two ^-in rivets in the lateral
system of the leg brace were replaced by high-strength bolts and tightened to an approxi-
mate torque of 470 ft-lb. In December 1950, 30 more ^-in rivets in the crane rail girder
were replaced by bolts, of which half were tightened to a torque of 470 ft-lb and the
other half to a torque of 600 ft-lb.
The bolts connecting the rails to the girder flanges could not be inspected visually
on account of the large amount of grease that had collected on the bolts and rail.
However, a visual inspection of the two joints in the lateral system indicated that all the
bolts were tight, but that the rivets at the other end of these members were quite loose.
The twenty-two ^-in bolts in the lateral system were checked with the torque
wrench, and none of the nuts would turn at a torque of 540 ft-lb. The nut on 1 bolt
was marked with respect to the bolt and then loosened with a torque of 520 ft-lb. The
bolt was then tightened to its original position under a torque of 540 ft-lb. The clamping
action of the bolts connecting the rails to the girders was quite erratic, with some of the
bolts being quite loose and others retaining their full amount. The installation of these
bolts required beveled washers on the upper surface of the rail flange, and no effort was
made to slide the bolts and beveled washers to the lower side of the hole. It is quite
probable that the loss in clamping action is a result of the beveled washers sliding down
on the rail flange.
Pennsylvania Railroad, Bridge 21.98, Bellevue, Del.
The experimental high-strength bolts in this structure, were inspected on August 12,
1954.
This bridge consists of single-track beam spans under 3 tracks and a deck-plate
girder span under the fourth track. The beam spans consist of three 24-in I-beams per
rail. In October 1948 one-hundred 54-ir* rivets connecting the channel diaphragm to
the beams were replaced with high-strength bolts and tightened to a torque of 295
ft-lb.
A visual inspection indicated that all the bolts were tight. However, it was observed
that 3 of the bolts were missing, 2 from enlarged holes and 1 immediately above. These
holes had been enlarged considerably at the time the rivets had been burned out, and at
the time the bolts were installed 2 washers had been placed under the nut and head lo
compensate for the enlarged holes. Of 6 bolts treated in this manner these two were
the only ones that had failed.
All of the 97 remaining bolts in this installation were checked with a torque wrench
by applying a torque of 360 ft-lb to the nut, and only 4 turned before this torque was
attained, these turning at 320 ft-lb. These 4 bolts were re-tightened to a torque of
360 ft-lb.
Iron and Steel Structures 595
One of the bolts was removed for a visual inspection, and while the exposed surface
of the bolt, nut, and washer was badly rusted for lack, of protective coating, the section
of the shank and thread of the bolt between the nut and head was free of rust and
showed bright metal in the thread.
Pennsylvania Railroad, Bridge 18.58, Naaman, Del.
The experimental bolts in this structure, were inspected on Auf^ust 12, 1054.
This bridge consists of single-track beam spans under 4 tracks. The beam spans con-
sist of three 20-in I-beams per rail. In October 1948 the thirty -)4-in rivets connecting
the channel diaphragms to connection angles and the connection angles to the webs of
the beam were replaced by high-strength bolts and tightened to a torque of 295 ft-lb.
A visual inspection of the joints did not reveal any unusual rust spots or slippage
of the joints. However, it was noted that 2 of the bolts at the bottom of a diaphragm
appeared to be loose, as indicated by rust streaks around the washer.
All of the bolts in this installation were checked with a torque wrench by applying
a torque of 360 ft-lb to the nuts, and it was found that only 5 nuts turned at a torque
at or below this value, 3 turning at 320 ft-lb, 1 at 280 ft-lb, and 1 at 240 ft-lb. The 2
bolts that appeared to be loose during the visual inspection turned as a unit at 120 ft-lb,
but could not be tightened or loosened at 470 ft-lb when the heads were kept from
turning.
Chicago and North Western Railroad, Bridge 711, Beaver, Iowa
The experimental high-strength bolts in this structure were inspected on August 4,
1954.
This bridge consists of 2 deck-plate girders, and in November 1948 the 30 loose %-in
rivets fastening the cross frame gusset plates to the web stiffners were replaced by high-
strength bolts and then tightened to a torque of 470 ft-lb.
A visual inspection of all the joints did not indicate any loose bolts or slippage of
the connected parts.
All of the bolts in this installation were checked with a torque wrench by applying
a torque of 540 ft-lb to the nuts of the 30 bolts. Twenty-six of the nuts did not turn
at the applied torque, while 2 turned at 490 ft-lb, 1 at 470 ft-lb, and 1 at 430 ft-lb.
These 4 nuts were re-tightened to a torque of 540 ft-lb.
Chicago, Milwaukee, St. Paul & Pacific Railroad, Bridge Z312, Byron, 111.
The experimental high-strength bolts in this structure were inspected on September
3, 1954.
This bridge consists of 5 single-track through truss spans. In November 1948 a total
of two hundred thirty-one ^-in bolts were used to replace the loose rivets fastening
the lug angles supporting the bottom lateral bracing to the stringers, the top lateral
bracing to the lateral plates, and the lateral bracing to the lateral plates in the bottom
chords, and tightened to a torque of 470 ft-lb.
A visual inspection of all the bolts indicated that there was no slippage of the bolts
or loose bolts in the bottom laterals. Two bolts in the top laterals appeared to be loose,
as indicated by rust around the washer, but they could not be moved by hand. One
washer was cracked where the bolt had been installed in a "dished out" hole. Apparently,
7 bolts in the top laterals had fallen out, as the bolts now in place appear to be new.
A total of 36 bolts were checked with a torque wrench l)y applying a torque of
540 ft-lb to the nuts, and 15 turned at torques varying from 110 to 480 ft-lb, while 2
j'^t) Iron and Steel Structures
turned at a torque of 520 It-lb. The remaining nuts did not turn at the apphed torque
of 540 ft-Ib.
The bolt with the cracked washer was removed for visual inspection, a torque of
520 ft-lb being required to loosen the nut. The washer under the head was rusted to the
bolt, with some rusting of the shank. However, after removing the rust the shank diameter
was found to be 0.863 in as compared with a nominal diameter of 0.875 in. The hole had
several "burned out" areas, and this condition, combined with the cracked washer, may
have been the cause for the rusting of the bolt shank.
New York Central System, Bridge 73.63, Ade, Ind.
The experimental bolts in this structure were inspected on September 1, 1Q54.
This double-track through structure consists of 2 outside plate girders and 1 center
plate girder. In October 1948 the twenty-six %-in loose rivets connecting the knee braces
to the stiffner angles were replaced by high-strength bolts and tightened to a torque
of 470 ft-lb.
A visual inspection of these connections did not indicate any slippage of the joints
which would be indicated by a crack in the paint along the edges of the joints. One bolt
at the bottom of the connection appeared to be loose, as there were rust streaks below
the washer.
All of the bolts in this installation were checked with a torque wrench by applying
a torque of 540 ft-lb to the nuts. The bolt that appeared to be loose from the visual
inspection turned as a unit at a torque of 240 ft-lb, while the nut on the adjacent bolt
turned at a torque of 520 ft-lb. The nuts on the remaining bolts did not turn at the
applied torque of 540 ft-lb.
One bolt was removed for visual inspection, and a torque of 600 ft-lb was required
to loosen the nut. The shank arid threaded length of the bolt between the head and nut
were in excellent condition, with no indication of rust.
Atchison, Topeka & Santa Fe Railway System, Bridge 121 A, Wilbern, 111.
The experimental high-strength bolts in this structure were inspected on September
2, 1954.
This double-track bridge consists of single-track beam spans and was new at the
time of installation of the bolts in August 1948. Each beam span consists of two 36-in
wide-flange beams per rail, and the plate diaphragms between the beams were fastened
to the angles with sixty-four ^s-in bolts. The torque used in installing these bolts was
estimated, as it was impossible to use the torque wrench on all the bolts.
A visual inspection of these connections did not indicate any rust, cracked paint or
slippage of the bolted members, but did indicate some movement between the angles
and the webs of the beams, which are riveted.
On account of the close spacing of the beams only 25 of the 64 bolts could be checked
with a torque wrench. The nuts on 12 bolts turned at torques varying from 360 to 520
ft-lb. The nuts on the remaining 13 bolts did not turn at the applied torque of 540 ft-lb.
Southern Railway System, Bridge 151.4, Mt. Carmel, 111.
The experimental high-strength bolts in this structure were inspected on August
31, 1954.
This bridge consists of five single-track through truss spans and a draw span. A total
of three hundred nineteen ^-in bolts were used in October 1948 to fasten some new
Iron and Steel Structures 597
reinforcing plates on the floorbeam hangers at the point where they frame into the pin
plates at the top chord, and tightened to a torque of 470 ft-lb.
The bolts at each of the 20 hangers were inspected visually, but no evidence of rust
streaks or joint slippage, as indicated by cracked paint, could be found. The heads, nuts,
washers, and exposed threads had been painted and were in excellent condition.
On account of the bracing bars, only 1 70 of the bolts could be checked with a torque
wrench on 17 of the hangers. The nuts on 9 of the bolts turned at torques varying from
400 to 480 ft-lb, while the remaining 161 bolts could not be tightened further with the
applied torque of 540 ft-lb.
One bolt was removed for visual inspection, and a torque of 600 ft-lb was required
to loosen the nut. The shank and threaded length of the bolt between the head and nut
were in excellent condition, with no indication of rust. The steel under the washer on one
side was still bright. However, some rust was found under the washer on the other side.
During the installation of these bolts, an experimental installation of 6 Elastic Stop
Nuts, in place of standard nuts, had been made. These 6 nuts had been tightened in the
same manner as the regular nuts and did not turn at the applied inspection torque of
540 ft-lb.
Northern Pacific Railroad, Bridge 78.1, Miles City, Mont.
The experimental high-strength bolts in this structure were inspected on July 22 and
23, 1954.
This bridge consists of a two-span truss bridge carrying a single track. A total of
one hundred four ^-in rivets were replaced by J^-in bolts in November 1950 in the top
connection of the floorbeam hangers.
A visual inspection of all the top hanger connections, both bolted and riveted, did not
reveal any rust streaks or joint slippage.
All of the bolts were checked with a torque wrench, and it was found that the
nuts on 16 of the bolts turned at torques varying from 360 to 240 ft-lb, while the nuts
on 41 of the bolts turned at torques varying from 480 ft-lb to 520 ft-lb. The nuts on
the remaining 47 bolts did not turn at the apphed torque of 540 ft-lb.
The 2 experimental installations of Elastic Stop Nuts in place of standard nuts did
not turn at the applied torque of 540 ft-lb.
Great Northern Raihvay, Bridge 10.0, Lurgan, N. D.
The experimental high-strength bolts in this structure were inspected on July 10,
1954.
This bridge is a single-track through truss span and a total of fifty-six %-in rivets
in two of the floorbeam hanger connections at the upper chord gusset plates were replaced
by high-strength bolts in November 1950.
A visual inspection of the two bolted connections, and other similar riveted con-
nections, did not reveal any rust streaks or joint slippage. However, some of the bolt
heads and washers are rusted on the exposed surfaces.
During the 1951 inspection of this installation a total of ii bolts were inspected,
and it was found that most of the nuts turned at a torque below the installation torque
of 470 ft-lb. These 33 bolts were tightened to a specified minimum amount, but the
remaining 23 bolts were not checked.
All of the bolts were checked with a torque wrench during the inspection on July 20,
1954, and it was found that 7 of the bolts which had not been previously checked turned
at torques varying from 240 to 360 ft-lb. The nuts on 10 of the bolts, some of which
598 Iron and Steel Structures _____^_
had been checked previously and tightened in 1951, turned at torques varying from
400 ft-lb to 440 ft-lb. The nuts on 19 of the bolts turned at torques between 480 and
540 ft-lb which, of course, is above the installation torque of 470 ft-lb. The nuts on the
remaining 20 bolts did not turn at a torque of 540 ft-lb.
In general, it appears that the bolts which showed a loss in clamping action during
the 1951 inspection and were then re-tightened, have retained their full clamping action.
Great Northern Railway, Bridge 23.3, Roger, Minn.
The experimental high-strength bolts in this structure were inspected on July 19,
1954.
This bridge consists of a single-track draw span and a total of ninety ^-in rivets
in 3 floorbeam hanger connections at the upper gusset plates were replaced by high-
strength bolts in November 1950.
A visual inspection of the 3 bolted connections, and other similar riveted connections,
did not reveal any rust streaks or joint slippages.
All of the bolts were checked with a torque wrench, and it was found that the nut
on 1 bolt turned at a torque of 360 ft-lb, 1 at 400 ft-lb, and 4 at 440 ft-lb. The nuts
on 18 other bolts turned at torques varying from 480 to 520 ft-lb, which is above the
installation torque of 470 ft-lb. The nuts on the remaining 65 bolts did not turn at the
applied torque of 540 ft-lb.
GENERAL OBSERVATIONS
From the results of this inspection of over 1300 high-strength bolts that have been
in service in railroad structures subjected to considerable vibration for periods of 4 to
6 years, the following observations appear significant:
1. The bolted joints have proven superior to the riveted joints.
2. There has been some loss in the clamping action of several of the bolts, possibly
due to a re-seating of the steel members.
3. Bolts tightened into the plastic range have stayed tight.
4. Bolts should be tightened considerably higher than the minimum recommended
values to provide for a subsequent loss in clamping action.
5. Extremely low temperatures has had no apparent affect on the bolts.
6. The enclosed area of the shank and threads of the bolts that have been properly
installed will not rust.
Iron and Steel Structures S9Q
Part 2
Tightening High-Strength Bolts
A. DIGEST
Use of the high-strength bolt as a structural fastener is rapidly gaining favor, as is
evidenced by the fact that millions have been used to fasten hundreds of thousands of
tons of structural steel. The American railroads having approximately 94,000 steel bridges
to maintain, including the re-driving of loose rivets, are offered great potentialities in
the use of high-strength bolts. It is possible that high-strength bolts will eventually replace
hot-driven rivets in all field erection work. On some railroads field riveting has already
been eliminated in favor of this newer type fastener.
To be completely effective, high-strength bolts must be tightened to at least the
minimum prescribed bolt tension. When only a few scattered bolts are to be installed
at remote sites, it becomes impractical to use power equipment, and hand tools are
usually used. A method is needed whereby bolts can be tightened without elaborate
equipment and still provide assurance that the bolts will be sufficiently tight.
A method is described in this report whereby turns of the nut from a "finger tight"
position is the criterion of bolt tension. The tests on which this method is based were
confined to ^, ^, %, 1 and IJ^-in bolts, and it is shown that at about a J/2 turn of the
nut these bolts develop minimum tension. It is further shown that additional tightening
into the plastic range will not damage the bolt but will actually improve its performance,
especially if it is used in a joint subjected to repeated loading. It is suggested, therefore,
that these bolts be given 1 full turn of the nut. Since the tests show that 2 to 3 turns
of the nut are required to break the bolt or strip the threads, no bolt will be damaged
by tightening to 1 turn, unless the bolt is defective.
With 1 full turn as the criterion for bolt tension, bolts may be tightened by hand
wrenches or impact wrenches. Tests were made using 6 different impact wrenches to deter-
mine their performance on various sizes of bolts at varying air pressures. It was found
that fast nut turning was difficult to control, and that 1 full turn in about 10 sec was a
good operating speed. By varying the pressure, a given wrench can be used to tighten
various sizes of bolts. Since impact wrenches are very sensitive to changes in air pressure,
it was found that no definite air pressure figure should be assigned to a particular size
of wrench ; rather, it is recommended that any convenient pressure be used that will give
1 full turn of the chuck in 10 sec.
Bolt tension is affected by many possible variables in the tightening operation ; this
method of tightening reduces these effects to the minimurti.
B. FOREWORD
AREA Committee IS — Iron and Steel Structures, in recognizing the trend toward
a greater use of high-strength bolts in railroad structures, asked the research staff of the
Association of American Railroads to conduct a series of tests to evaluate various methods
of tightening high-strength bolts and to offer recommendations which would be useful
to maintenance crews.
Specifications for the Assembly of Structural Joints Using High-Strength Steel Bolts
were prepared by the Research Council on Riveted and Bolted Structural Joints on
January 31, 1951, and revised on February 27, 1954. These specifications, with slight
modifications, were adopted by AREA Committee 15 and included in the Manual. These
f)00 Iron and Steel Structures
specifications establish minimum bolt tension values and corresponding equivalent torque
values, but do not prescribe the means by which bolts shall be tightened to obtain these
values. In bridge maintenance where isolated rivets are being replaced by bolts, the
required tightening can be achieved with manually operated socket wrenches, but where
many bolts are involved it would be impractical to tighten each bolt manually, and power
equipment in the form of impact wrenches is necessary. Each of the above methods was
used in this investigation.
The tests covered in this report were conducted for AREA Committee IS, Iron and
Steel Structures, and were carried out under the general direction of G. M. Magee,
director of engineering research, Engineering Division, Association of American Railroads.
The conduct of these tests, analysis of data, and preparation of the report were
under the direction of E. J. Ruble, research engineer structures. F. P. Drew, assistant
research engineer structures, recorded the details of the tests and prepared this report.
C. TEST LOCATIONS
Since most of the testing was performed cooperatively with wrench manufacturers
and other agencies, the actual testing was performed at various locations mutually con-
venient to those involved. The availability of equipment for a particular test also governed
the test locations.
Of the total number of bolts used the largest percentage was tested at the AAR
Research Center. However, smaller test programs were conducted at the following loca-
tions in or near Chicago:
1. Chicago Pneumatic Tool Company office and laboratory.
2. Ingersoll-Rand Company warehouse and laboratory.
3. Mall Tool Company plant and laboratory.
4. Santa Fe Railroad bridge gang car, Corwith Yards.
The investigation was started in April 19S4 and continued into October 1954.
D. TEST EQUIPMENT .
1. Bolts, Nuts and Washers
All bolts, nuts and washers were furnished to conform to the requirements of the
current Specifications for Quenched and Tempered Steel Bolts and Studs with Suitable
Nuts and Plain Washers of the American Society for Testing Materials, ASTM A325-
S3T. All the bolts were identified on the heads by three radial lines, with the bolt manu-
facturer's letter designation at the center of the head.
In all of the tests the surfaces of the bolted parts in contact with the head and nut
washers were parallel; hence only flat circular washers were used. Bolts, nuts and washers
were supplied by two different manufacturers.
Approximately 350 bolts were used in this series of tests and, with a few exceptions,
the sizes and lengths were as follows:
5^ by 2^/i in and 4^ in,
^ by 214 in and 4^ in,
74 by lYz in and 414 in,
1 by 2^ in, 4J4 in and 6^ in, and
V^ by 2^ in, 4^ in and 6J^ in.
Iron and Steel Structures 601
Most railroad bridge and building construction is confined to the •)4, ^ and 1-in
sizes, but ^ and 1^-in sizes were introduced to establish values for extreme limits of
bolt size. Similarly, bolts for railroad structures usually are not over 4^ in long, but
the use of 6I/2 in lengths in the larger sizes established an extreme for bolt length.
2. Torque Wrenches
Two different types of torque wrenches were used. One type utilizes a spring steel
bar with the socket for the nut on one end and a handle on the other. Bending the bar
across a graduated scale induces a torque in the bolt as the nut is turned. This type of
wrench is graduated in foot pounds to 470, but higher torques can be obtained by
lengthening the wrench. This wrench was used mostly on the H, % and %-in bolts.
The other type of wrench utilizes a steel shaft with the socket for the nut attached
directly to it. As the nut is turned on the bolt, this shaft is twisted, and the amount
of twist is proportional to the torque applied. The mechanism which translates the shaft
twist to the dial reading is enclosed in the wrench housing. Three sizes of this type
wrench were used. A 1000-ft-lb wrench was used on ^-in bolts, a 2000-ft-lb wrench
on the 1-in bolts, and a 3000-ft-lb wrench on the 1^-in bolts.
3. Impact Wrenches
There are many sizes and makes of impact wrenches on the market today, and
while it is admitted that all sizes and makes were not used in these tests, those manu-
facturers who make wrenches capable of tightening IJ/s, 1 and even %-in bolts are very
few in number. It was considered prudent to use wrenches of those manufacturers who
could supply the larger sizes. Only air-operated wrenches were used.
The characteristics of individual wrenches vary, but fundamentally each consists of
two principal parts, a motor and an impact unit. The motor operates at a speed in
proportion to the air pressure. The drive shaft of the motor is connected to a rotating
hammer which imparts a rotary impact to an anvil, and the impacts from this anvil are
transmitted to the nut to be turned through a closely fitting chuck. When the wrench
runs free the chuck turns at its maximum speed, and no rotary impacts are created. But
as soon as some resistance to the free running of the chuck occurs, the rotating hammer
strikes the anvil, and the rate at which these impacts occur depends upon the type of
wrench and the amount of resistance to turning. When the chuck is prevented from
turning, the impacts continue at the maximum rate.
Impact wrenches capable of tightening bolts of the sizes used in these tests vary in
weight from about 11 to 28 lb. They can be handled easily by one operator.
Sockets used with the impact wrenches were six-point sockets designed to fit closely
the hexagon nuts and provide the maximum bearing surface between socket and nut.
All wrench manufacturers have certain size wrenches that they recommend for u«e
with certain sizes of bolts. These recommendations were adhered to, but additional tests
were made using other combinations of wrench size and bolt size.
4. Impact Wrench Calibrator
iJuring one series of tests a calibration device developed by the Bethlehem Steel
Company was used. This particular device was designed to handle %, % and 1-in bolts,
but could probably be adapted to other sizes. It consists of a hydraulic ram and a steel
yoke mounted on a steel frame. The device is shown in Fig. 1, where it is being used
to calibrate an impact wrench. A bolt may be tightened in this calibrator either with a
hand wrench or an impact wrench, and the bolt tension can be read directly on the
pressure gage, which has been converted to equivalent bolt tension.
602 Iron and Steel Structures
There are other calibration devices, but all accomplish the same purpose, namely,
to translate applied torque into equivalent bolt tension.
5. Fabricated Steel Test Plates
In all of these tests the bolts were torqued through flat steel plates and slabs. To
simulate and perhaps exaggerate field conditions where fitting up of the material is
required, all bolts were tightened through a grip of several thicknesses of J^-in steel
plate. A typical test plate is shown on Fig, 4A. The number of plies of these 5^-in
plates varied with the bolt size and length, e.g., 2 plates were used with the 1 by 2^-in
bolts, but 12 plates were used with the 1 by 63^-in bolts. All holes were 1/16-in larger
than the nominal diameter of the bolt. Fitting-up bolts were used in the 7 holes around
the edge of the plate. The 4 holes at the center of the plate were used for the various
tests. Similar test plates were used with tests involving %-m bolts. As shown in Fig. 2,
the assembly of plates was held in position in a bench vise when tightening the 5/^, ^
and %-in bolts. However, with the 1-in and 1^-in bolts the plate assembly was fastened
to a building column, as shown in Fig. 3. To determine the contrast between a large
number of plate plies and solid grip material, some bolts were tightened through a 3 -in
steel slab. All grip material was ASTM-A7 steel.
E. TEST PROCEDURE
1. Torque-Turn Relation for Minimum Bolt Tension
In Table 1 are shown turns of the nut for minimum bolt tension for various sizes
and lengths of bolts. To obtain these values the bolt was assembled in the test plate
with a washer under head and nut. All fitting-up bolts were tightened snug with a hand
wrench. The nut of the test bolt was brought up "finger tight" and a chalk mark made
on the end of the bolt from the center to the threads and onto the top of the nut. The
torque wrench was applied, and the nut was turned until, with the nut in motion, the
specified torque was indicated on the wrench. The wrench was removed and the amount
of nut turning observed.
2. Torque-Turn Relation for Ultimate Bolt Tension
In Table 3 are shown turns of the nut for ultimate bolt tension when the threads
stripped or the shank broke. The curves on Figs. 4B, 5A, 5B, 6A and 6B show this
torque-turn relation up to the ultimate. The data were obtained similarly to that for
minimum bolt tension except that the torque was read on the torque wrench as the nut
moved past J^ turn, 1 turn, IJ^ turn, etc., to failure.
All bolts were not tightened to failure; often the wrench was removed when failure
was imminent to facilitate removal of the nut before the threads were destroyed. In
Table 2 are listed bolts where nut turning was stopped at 2 or more turns.
3. Torque-Tension Relation for Minimum Bolt Tension
These data are shown in Table 5. In this case a bolt was assembled in the calibrator,
the nut was run up to "finger tight", and the specified torque applied with the torque
wrench. The bolt tension was read on the gage.
4. Time-Turn-Pressure Relation for Ultimate Bolt
Tension Using Impact Wrenches
The test set-up to obtain this data varied somewhat among the various tests, but in
general was as follows:
Iron and Steel Structures 603
1. A -J^-in air hose connected the compressor to the pressure regulator.
2. A short length of 5^ -in or -J^-in whip hose connected the regulator to the
wrench.
3. The pressure regulator was equipped with a pressure gage, but the pressure at
the wrench was desired, so a few feet from the wrench a hypodermic pressure
gage was inserted into the air Hne by bending the hose sharply and sticking the
needle into the outside of the bend. The needle was inserted at a fiat angle
in the direction of the air flow so that when removed the hole sealed itself by
the internal pressure. In all cases pressure at the wrench was recorded. The
indicated pressure drop between the hypodermic gage and the regulator was
about S psi.
Figs. 7A to 20, incl., show the data obtained with this type of set-up. The bolt was
assembled in the test plate and all fitting-up bolts tightened by a short application of
the impact wrench. The test bolt was marked on the end as described previously. The
wrench chuck had been painted with j4-turn stripes, and when the chuck was placed
over the nut a chalk mark was made on the test plate opposite one of these stripes.
A back-up wrench was put on the head to prevent turning until sufficient tension was
developed in the bolt after which the back-up wrench was no longer needed. The desired
air pressure to the wrench was adjusted at the regulator, the wrench was turned on,
and the number of seconds for each ^ turn of the chuck was determined by a stop
watch.
F. TEST RESULTS
The purpose of this investigation was to provide the man with the wrench with
an effective yet practical method of tightening high-strength bolts. Such a method must
be applicable to bridge maintenance where only a few scattered bolts will be installed at
remote sites and where power equipment cannot economically be set up. Such a method
must also be applicable to those field locations where large numbers of bolts will be
installed and impact wrenches can be used. The method must, in other words, enable
a man to tighten high-strength bolts with whatever tools he has immediately available.
The simpler the method the more ardently he will comply with the requirements. The
joint will be more uniform and less will be required of an inspector. The results of this
investigation led to the development of such a method.
1. One-Half Turn for Minimum Bolt Tension
The Specifications for Assembly of Structural Joints Using High-Strength Steel
Bolts, developed by the Research Council on Riveted and Bolted Structural Joints, estab-
lishes a relation between minimum bolt tension and corresponding approximate equivalent
torque. If a bolt is tightened with a torque wrench to these prescribed values and the
amount of nut turning recorded, it logically follows that another bolt like it can be
tightened the same amount by turning the nut the same amount.
Table 1 shows for various sizes and lengths of bolts the amount of nut turning to
provide the required minimum bolt tension as prescribed in the aforementioned specifica-
tions. From this table it can be seen that Yi turn of the nut represents an average value
for the complete range of sizes and lengths. The long bolts apparently require slightly
more than ^ turn for minimum bolt tension, while the short bolts require slightly less.
The length of the bolt, however, is not necessarily the principal factor in this turn
differential. Since the long bolts were tightened through many plies of grip material,
some extra nut turning was required to bring the plates into solid bearing. While the
604 Iron and Steel Structures
long bolts may elongate slightly more due to total elastic strain, most of the strain is
restricted to the threaded portion, and for a given size bolt the length of this threaded
portion is constant for all lengths up to and including 6 in. The character of the grip
material seems to be the principal factor affecting nut turning up to minimum bolt tension.
This is particularly evident by comparing the values in Table 1 for a 3-in solid slab grip
with those for a plate grip.
The amount of turning was always measured from the "finger tight" position, this
being a convenient reference position. Even with a small hand wrench it is easy to apply
a ^ turn, which means that only a J4 additional, rather than a Yz turn, would result in
minimum bolt tension.
The fact that the J/2-turn value applies equally as well to 1^-in bolts as to Y%-\\\
bolts can be partially explained by comparing the threads per inch with the stress areas
for the various sizes of bolts, as given below.
Boll Size, Threads per Stress Area,
Inches Inch Square Inches
5/g 11 0.2256
3^ 10 0.3340
7/s 9 0.4612
1 8 0.6051
1% 7 0.7627
A plot of stress areas against threads per inch will produce nearly a straight line.
For a given amount of nut turning, the number of threads per inch are a measure of
the total strain applied to the bolt. For the small-size bolts the number of threads per
inch are large, and hence a given amount of turn products relatively little total elongation
or strain. The opposite is true for the large size bolts. However, since the stress areas
are in 'inverse proportion to these total strains, a fairly constant stress-strain relation
is maintained through the range of bolt sizes.
2. Turns of the Nut for Ultimate Bolt Tension
Table 3 shows turns of the nut required to cause failure of the bolt either in breaking
the shank or stripping the threads.
ASTM A325-53 T stipulates that for each size of bolt the ultimate load of the bolt
is equal to the proof load of the nut. So, in torquing bolts to the ultimate, it is possible
that failure may occur either in breaking or stripping, and these tests show the type of
failure to be about equally divided between the two.
From Table 3 it appears that 2 turns is about a minimum, while 3 turns is about
a maximum, with an average of about 2j4. While it is impossible to predict the number
of turns for failure, 2^/^ turns represents an average value for the complete range of
sizes and lengths. No consistent relation was found between length of bolt and number
of turns for failure. Neither is there any relation in grip material, i.e., whether plate
plies or solid slabs were used.
3. Torque-Turn Relation for Ultimate Bolt Tension
Figures 4B, 5A, 5B, 6A and 6B show how turns of the nut and torque are related up
to the ultimate for each bolt size.
Friction characteristics of each individual bolt vary to such an extent that no two
curves are alike, but there are certain significant features of these curves that should be
brought out. In general, the curves rise to a maximum at about 1^ turns and then
either level off or fall to lower torque values. A point is reached where the nuts continue
Iron and Steel Structures 605
to turn without further increase in applied torqufe. This leveling off is probably due to
necking of the bolt shank in the threaded portion. Another significant feature of these
curves is their general sharp rise to 1 turn, and in many cases most ol this rise is between
1/2 and 1 turn. Since clamping action or bolt tension and torque are closely allied, it
appears from these curves that clamping action will not be substantially increased by
turning the nut more than 1 turn.
In Figs. SB, 6A and 6B the sharp fall of some of the curves at 2, l^A and 3 turns
was due to stripping of the threads and a gradual failure. This is contrasted with the
curves where the bolt broke, in which case the curve remained level or fell off but little.
4. One Full Turn
It has just been shown that >$ turn of the nut will give minimum bolt tension, but
there are several reasons why bolts should be tightened to more than this minimum.
In these tests more plies of material were used than would usually be encountered in
practice; however, even with this relatively "soft" grip minimum tension was obtained
in all cases at less than 1 turn. It appears then that for grip alone 1 full turn would
insure at least minimum bolt tension.
Bolts that have been tightened to minimum tension have a tendency to lose a small
amount of their tension as the joint is worked in service. If these bolts are re-tightened
they do not then lose their tension. Therefore, if bolts are given 1 full turn there should
be no reason to re-tighten bolts to restore tension.
One full turn produces a high prestress in the bolt, which is of considerable advan-
tage, particularly in joints subjected to repeated loading. Fatigue tests were recently
conducted at the University of Illinois in which the bolts had been tensioned by turning
the nuts IJ^ turns. With a stress on the net section varying from 20,000 psi tension to
20,000 psi compression, the joints withstood more than 2,000,000 cycles of loading. One
joint which had the contact surfaces coated with grease withstood more than 2,000,000
cycles of stress varying from 0 to 30,000 psi without slipping into bearing on the bolts.
In a shear-type joint the load is carried in friction rather than bearing; hence any
method by which friction can be increased will produce a stronger joint. In this type of
joint the stress in the bolts does not change with load on the joint, so a high prestress
does not mean that the bolt is more likely to fail in service. On the contrary, the high
prestress will increase its fatigue life.
Bolts tensioned to 1 turn are stressed in the plastic range. This was demonstrated
by backing off the nut after 1-turn tensioning. It was found that permanent set in the
amount of about J4 turn had been formed. The bolt was not damaged and could be
re-tightened to 1 turn from this new zero and still be a safe, serviceable fastener. Table 4
shows the results of measuring diameters before and after 1-turn tightening.
5. Use of Impact Wrenches
Where there arc many bolts to tighten it will usually be found expedient to use
impact wrenches. These wrenches reduce the physical effort of the tightening operation
and do it faster than other methods. Air-driven or electric impact wrenches can be
purchased, but this investigation was confined entirely to the pneumatic type.
When the calibration is done by the type of calibrating device used in these tests,
the real purpose is to permit the operator to get the "feel" of his wrench when it is
impacting for proper tension as shown on the gage. Air pressure to the wrench is adjusted
until the proper tension is obtained in a reasonable period of time of, say 10 sec. When
the operator has the "feel" of his wrench he is then ready to tighten bolts on the
606 Iron and Steel Structures
structure. Calibration is usually required only at the beginning of the day, unless there
is a change in set-up, such as different sizes of bolts, additional hose, etc.
In using the calibrator on these tests it was observed that to secure minimum bolt
tension the nut turned 2 to 23^ times. This was due to the compressibility of the hydraulic
system. Bolts tightened to this same tension in plate material require only ^4 turn of
the nut.
The present methods of using impact wrenches make it mandatory that the wrenches
be calibrated because the output of a wrench is very sensitive to air pressure and time,
which reflect directly on resulting bolt tension.
Just what effect air pressure has on various impact wrenches can be seen by inspec-
tion of Figs. 7A to 20, incl. These curves represent the performance of six different impact
wrenches while tightening various sizes and lengths of bolts at varying degrees of air
pressure.
It was concluded early in the test program that if 1 full turn of the nut is to be
the criterion for bolt tension, the operator of the impact wrench must be able to watch
the mark on his chuck and be able to anticipate his wrench shut off at one turn of the
chuck. This means that the chuck must turn slowly and steadily. Ten seconds appeared
to be a good operating speed. The curves shown in Figs. 7A to 20, incl., represent varia-
tions of air pressure to secure 1 turn of the nut in about 10 sec.
Several significant features are evident in these curves. They are as follows:
a. Regardless of the size of bolt or wrench used, Y^. turn of the nut was obtained in
less than S sec. This applied over a wide range of air pressures. Usually this Y2. turn
came in 2 or 3 sec, which is entirely too fast for an operator to observe and control
bolt tightening. A few exceptions to this occurred, but a very low pressure was used.
b. There is a definite change in the slope of most of the curves between 0 and 5 sec,
indicating a reduction in the rate of nut turning. This slowing down of the chuck is due
probably to what has been commonly referred to as wrench "stall." However, when this
point is reached the nut does not stop but continues to turn at a relatively constant rate,
which eventually breaks the bolt or strips the thread.
c. The general slope of the curves after about ^ turn is between 30 and 45 deg
from the horizontal. The flatter the curve is, the slower the turning; if the curve is
horizontal the chuck had stopped turning completely. The slope of these curves indicates
that there was no wrench "stall."
It has already been shown on Figs. 4B to 6B, incl., that applied torque and con-
sequent bolt tension remain fairly constant after about 1 turn. If a wrench is capable
of turning a nut once in 10 sec, it seems unlikely that it will "stall" during further
turning.
d. Frictional variation between different bolts makes it impossible to secure com-
pletely consistent results, but it can be noted in all of these figures that high pressures
cause fast nut turning and low pressures slow nut turning.
e. By varying the air pressure the same wrench can be used to tighten several sizes
of bolts. In Fig. 7A, for instance, wrench "F" required about 54 psi to tighten 54-in
bolts to 1 turn in 10 sec, but on ^-in bolts. Fig. 8B, 58 psi was required, and on %-in
bolts, Fig. 12A, 65 psi was required. Similarly, wrench "E" was used on 5^, ^4, V?, and
1-in bolts (Figs. 7B, 9A, llB and 16A), and by increasing the pressure from 42 psi for
the ^-in bolts to 55 psi for the ^-in, 75 psi for the ^-in, and 80 psi for the 1 in, this
1 wrench was adequate for all 4 bolt sizes. Hence, by adjusting the air pressure 1 wrench
can be used over a wide range of bolt sizes.
Iron and Steel Structures 607
f. It was stated earlier that IJs-in bolts are not a common size for ordinary struc-
tural work, and it was found in these tests that only 1 wrench was capable of tightening
lys-in bolts to 1 turn in 10 sec. The flat curves shown in Figs. ISA to 20, incl., indicate
insufficient pressure and very slow nut turning for this size of bolt.
It would be possible to select an optimum air pressure for an individual wrench by
repeated tests on a calibrator, but such a pressure would only apply to that one wrench.
Other wrenches of the same type and make might require more or less pressure. A wrench
that has been well maintained will operate differently than one that has been neglected.
It seems difficult, then, if not impractical, to assign a definite air pressure figure at which
a certain wrench will operate for a certain size of bolt. Such a figure could only serve
as a guide to the operator. So many factors enter into the tightening operation that the
pressure to be used cannot be predetermined and should not be the governing criterion
for bolt tension.
In assembling a joint with high-strength bolts it is essential that the various steel
parts be brought together to a solid bearing. Drift pins may be required to line up the
holes, but field reaming is not necessary as long as the bolts can be entered into the
holes. High-strength bolts can be used as fitting-up bolts and re-used in the final
assembly.
The following procedure can be used in assembling a joint:
1. Install fitting-up bolts and tighten as required to bring the parts together.
2. Install bolts in the balance of the holes, tighten the nuts finger tight, then give
nuts one full turn.
3. Loosen the fitting-up bolts, re-tighten finger tight and give these nuts one full
turn.
Variation in bolt tension can be attributed to any of the following:
a. The operator.
b. The material being bolted.
c. The bolts being used.
d. The kind of wrench being used.
All of these variables are present in one degree or another in all tightening operations;
they cannot be eliminated.
However, if bolts are tightened by the turn-of-the-nut method, say 1 full turn,
variation "a" is eliminated as long as the operator can follow the mark on his chuck.
Variation "b" is eliminated because once the material is fitted up the grip is constant
throughout the joint. Variation "c" is eliminated because nut turning requires only that
the threads per inch be maintained constant. Variation "d" is eliminated because any
wrench can be used that will turn the nut 1 full turn. If impact wrenches are used, any
pressure that will produce 1 full turn in about 10 sec is the only requirement.
G. CONCLUSIONS
From the data obtained in these tests and from the analysis of the results it appears
reasonable to make the following conclusions:
1. For 5^, 14 and %-in bolts in lengths from 2% to 4J^ in, and for 1 and 1^-in
bolts in lengths up to 6^ in, minimum bolt tension will be obtained in y^ turn of the nut
if measured from a finger tight position.
2. In the range of bolt sizes and lengths given above, bolts may be given an average
of 2J/2 turns of the nut before failure by breaking the shank or stripping the threads.
Two turns is about the minimum and 3 turns a maximum.
608
Iron and Steel Structures
3. One full turn of the nut for the bolt sizes and lengths tested will insure at least
minimum bolt tension without damage to the bolt.
4. Impact wrenches provide a fast and effective means of tightening high-strength
bolts.
5. When using impact wrenches, 10 sec for 1 full turn is a good operating speed.
6. Impact wrenches should be operated at controlled air pressure with an air regulator
in the line.
7. An impact wrench that can make 1 full turn of the nut in 10 sec will not "stall".
8. One impact wrench can be used to tighten several different bolt sizes by adjusting
the air pressure.
9. Impact wrenches need not be calibrated.
H. ACKNOWLEDGEMENT
In the performance of the tests it was necessary to enlist the help of the following
organizations. Without their cooperation and interest this program could not have been
developed.
1. The Santa Fe Railroad for furnishing a bridge gang, tools and equipment.
2. The Ingersoll Rand Company for furnishing impact wrenches and miscellaneous
equipment.
3. The Chicago Pneumatic Tool Company for furnishing impact wrenches and other
necessary equipment.
4. The Mall Tool Company for demonstrating their impact wrenches.
5. The Bethlehem Steel Company for furnishing a calibrator, impact wrench and
torque wrench.
6. The Snap-On Tools Corporation for furnishing torque wrenches.
7. ''■The American Bridge Division of U. S. Steel Corporation for furnishing steel
plate material.
8. cThe Gary Screw and Bolt Division of Pittsburgh Screw and Bolt Corporation for
furnishing high-strength bolts.
9. Russell, Burdsall and Ward Bolt and Nut Company for furnishing high-strength
bolts, i^
Fig. 1 — Calibrating an impact wrench with a hydraulic calibrator
before tightening experimental high-strength bolts.
Iron and Steel Structures
609
Fig. 2 — Determining the relation between air pressure, time, and turns
of the nut in tightening experimental high-strength bolts.
Fig. 3 — Determining the relation between torque and turns of the nut
on 1^-in bolts with a 3000 ft-lb torque wrench.
610
Iron and Steel Structures
-PL I2"X I X l'- 2"
MATERIAL
STEEL ASTM A7- 52.
OPEN HOLES; f|" <1> EXCEPT AS
NOTED, DRILLED OR SUBPUNCHED
a REAMED.
SHOP PAINT: NONE.
FIG 4A TYPICAL TEST PLATE FOR TIGHTENING BOLTS
fd
56E
^
^
180 FT LBS
Ju
Ki
^ \
\
\
\
\
1
1
1
, PROBABLE
/- CURVE
1
/
/
y
o |x 2|
. 1 X4^
BOLTS
BOLTS
li 2
TURNS OF THE NUT
FIG. 4B
3i
Iron and Steel Structures
611
r\
\
i/
320FTLB
if^
'''■\__30E_
w-
/p^^
I55G _^-^
T
w /
/
PROBABLE /
CURVE '
2{ BOLT
4^ BOLT
rURNS OF THE NUT
FIG 5A
o ^ X p-l Rni T
^^
^-^
. 1 X ^
^ BOLT
^
^^^k.^-^^^
16/G^
^
^Q
2G ,,^
\
\^
---^
_47qFTJJ
(IM-—
~v^
Xcp'T
-J \
o \
V ^
\
■^
\\
/
/
PROBABLE
" CURVE
2i
TURNS OF THE NUT
FIG. 58
612
Iron and Steel Structures
leoo
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
/- ^^
-^^
^
\
-\
\
1
ry
■^!//^
235G
\fe
r^::^
/^° /
\\
/tS^^
V\.
V.
l/i
/yA
\
11 '
W^'^W
_ 710 FJ ki |\ _
pVv-V
\
1 /
-^//
1\
"V \
\
/
" \
'1
1
'
i
A
o 1 X 22
BOLT
A
PROBABLE
CURVE
• 1 X 4-
BOLT
y
□ 1 X 62
BOLT
TURNS OF THE
FIG 6A
3000
2800
2600
2400
2200
2000
I
' 1800
1600
I 1400
1 1200
; 1000
; 800
600
400
200
f
s
V
/
\ \
y^
V
/ ^
v/
^
236G
f/f)
)(
\
/
/ 243G
247G \
\ ii — — ^
ly
\
i
i^ — W^^===^^
\<<X^239G
\
_„..-— —^ \ 238G \
iV^^
^^^
v>
K\\
-237G
\
mToL^
-v-\
__.
"
^
\ ■
0 I5 X 2-
- BOL
TS
PROBABLE
CURVE, 1
• 1^ X 4-
- BOL
BOL
TS
y
° l-g X 6-
TS
2i
TURNS OF THE NUT
FIG. 6B
Iron and Steel Structures
6U
^7
/
^
^
^
IMPACT WRENCH - "F"
o - 1 X 2 i BOLTS
• - 1 X 4^ BOLTS
NOTE
MANUFACTURER RECOMMENDS
THIS WRENCH FOR l" a Ij" BOLTS
1
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG 7A
<
-?"
<\; /
^ 1 J
4Y
j^^i^s^^
-A
/:::i-
""^
7
>>
IMPACT WRE
o - |x2^
. - |x4i
NCH - "E"
BOLTS
BOLTS
NOTE'
MANUFACTURER
THIS WRENCH F
RECOMMENDS
OR V a 1" BOLTS
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG 7 8
614
Iron and Steel Structures
^^^
^>>^
A
d
P^
(r
^
IMPACT WRENCH-"D"
o-|x2^ BOLTS
•-|x4^ BOLTS
1
NOTE.
MANUFACTURER RECOMMENDS
THIS WRENCH FOR |" BOLTS
1
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. 8A
15 30
SECONDS OF APPLICATION
45 60
IMPACT WRENCH
Iron and Steel Structures
615
y
;
y
/
/^
/
^
IMPACT WRENCH "E"
o- 1 X 2^ BOLTS ■
.-^ X 4i BOLTS
r
NOTE
MANUFACTURER RECOMMENDS
THIS WRENCH FOR |"a f BOLTS.
1
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. 9A
0<3'«
y
-^J^^-^
f
^
^^ses '
IMPACT WR
o-l X Z{
• - 1 X 4j
ENCH "D"
BOLTS
BOLTS
NOTE
MANUFACTURER
THIS WRENCH
RECOMMENDS
"OR 1" BOLTS
30
OF APPLICATION
45 60
OF IMPACT WRENCH
616
Iron and Steel Structures
.1^ y
/^
4K
/v^ y^
^^^
^^v..^-^
y^.^^-^
r/
^/z^.
<0^^^-^
A
r c^
jzG.sess^'^^
—o
f
t
^
^
2£2^
^^
IMPACT WRENCH - "C "
0 1 X 2 ^ BOLTS
NOTE
y
MANUFACTURER RECOMMENDS
THIS WRENCH FOR j" 8 -J" BOLTS
2*
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. lOA
^i
^
x^Ssss^^
^^
,<;
^
-^
^
^
jOGi^OPSU
IMPACT WRE
• 1 X 4{
NOTE
NCH-"C"
BOLTS
MANUFACTURE
THIS WRENCH F
R RECOMMtNUS
OR ■!"& f" BOLTS
5 10 15 30 45 eo
SECONDS OF APPLICATION OF IMPACT WRENCH
PIG. lOB
Iron and Steel Structures
617
10 15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG MB
618
Iron and Steel Structures
30 4 5 60
SECONDS OF APPLICATION OF IMPACT WRENCH
t li
/
y
/^<^
^^^ '^^
^i/^
^t^SSS^
y
^
^
^^
/
^
IMPACT WRE
• |x4^ B
NOTE
NCH "F"
3LTS
MANUFACTUREF
THIS WRENCH
? RECOMMENDS
FOR l"a 1^" BOLTS
30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
Iron and Steel Structures
619
^
A\5>--^^^
^
^
f^
f
/i-
^^
B=f^75PSI
37G^60PSI
, 38G, 65PSI
1
IMPACT WRENCH "C"
o -J- X Z\ BOLTS
. 1 X 4^ BOLTS
^75^
36G, 55PSI
NOTE-.
MANUFACTURER RECOMMENDS
THIS WRENCH FOR fa 5" BOLTS
15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
1
.
/ .
,./^^
A^
^^
A
f
^
^^
IMPACT WRE
0 |x 2^
NOTE-
NCH "A"
BOLTS
f
MANUFACTURE
THIS WRENCtI
R RECOMMENDS
FOR 1" BOLTS
5 10 15 30 45 60
SECONDS OF APPLICATION 'OF IMPACT WRENCH
020
Iron and Steel Structures
u. I?
4
A
/^
>"
i
t
1
IMPACT WRENCH "a"
. |x 4{ BOLTS
f
696, 8
OPSI
MANUFACTURER RECOMMENDS
THIS WRENCH FOR i" BOLTS
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
Iron and Steel Structures
621
ii_ 1^
/
A
^
G, 100 PSI
W5G.95PSI
/^
I05G, 100 PSI
IMPACT WRENCH "A"
/
;^
• 1 X 4{
NOTE-
BOLTS
r
MANUFACTURER RECOMMENDS
THIS WRENCH FOR l" BOLTS
1
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
2i
Si^
IMPACT WRENCH "A"
D I X 6-i BOLTS
NOTE
MANUFACTURER RECOMMENDS
THIS WRENCH FOR )" BOLTS
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. 158
622
Iron and Steel Structures
2?
J
"'V jy^
/
___96G,J0PSU
^
A
^
/
IMPACT WRENCH "E"
0 1 X Zy BOLTS
D 1 X 6-1; BOLTS
^,26
G, 80 P
51
NOTE;
MANUFACTURER RECOMMENDS
THIS WRENCH FOR |" 8 f BOLTS
30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. I6A
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG. I6B
Iron and Steel Structures
623
note:
MANUFACTURER RECOMMENDS ^
THIS WRENCH FOR J'j"aii"BOLTS
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG I7A
/
f
^oeojX^^^— -
r^r P<;1
/
C^
?07G. 94PSI ,„
206G,_2^i3l-
/
p
IMPACT WR
D 1 X 6j
NOTE
ENCH "B"
BOLTS
R RECOMMENDS
F0R|'l';ai5B0LTS
f
THIS WRENCH
10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG 17 B
624
Iron and Steel Structures
2i
IMPACT WRENCH "A "
o 1^ X 2^ BOLTS
• l^x 4^ BOLTS
NOTE:
MANUFACTURER RECOMMENDS
THIS WRENCH FOR I" BOLTS
105PS>_=,
I07G. lOOPSI.
15 30
SECONDS OF APPLICATION OF
45
IMPACT WRENCH
2i-
90PSL
IMPACT WRENCH '£"
o If X 2-5 BOLTS
D Ij X 6j BOLTS
NOTE:
MANUFACTURER RECOMMENDS
THIS WRENCH FOR I's f BOLTS
10 15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIO 186
Iron and Steel Structures
625
2i
IMPACT WRENCH- "B "
o l^x 2^ BOLTS
NOTE'.
MANUFACTURER RECOMMENDS
THIS WRENCH FOR |", 1*8 I5" BOLTS
5 10 15 30 45 60
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG I9A
IMPACT
•li>
1
WRENCH "B"
4^ BOLTS
NOT
MA
THIS
NUFAC
WREN
rURER
CH FO
REfOMMENDS
R \, i^'aii" BOLTS
^
__22iGjoePSU--^
^
'°°''^L======^^^
' 222G, I08P
-
31
/
i
— 223Gj5i?^^
^-^ 2046 98PSI" -i-^^b. HUP
- 9RPC1 . -, ■
,
f
15 30 45
SECONDS OF APPLICATION OF IMPACT WRENCH
FIG I9B
75
626
Iron and Steel Structures
IMPACT WRENCH- "B"
□ Ig X 6j BOLTS
NOT
M
THIS
E;
ANUFAC
WREN
TURER
CH FO
RECOMMENDS
R f, r; a 1^" BOLTS
'
r^
^
-— '
J12GJ05PS1 ^
_ — —
5104PSI___^
2116, l(?0PSI „
^V==^^^^ 2I0G, lOOPSl
/
^
^
;:;:====^'^
2I3G, I04PSI
""'
SECONDS OF
30 45
APPLICATION OF IMPACT WRENCH
FIG. 20
Iron and Steel Structures
627
TABLE I
TURNS OF THE
MINIMUM BOLT
NUT FOR
TENSION
TURNS OF THE NUT FOR BOLT
TENSION GREATER THAN
MINIMUM BUT LESS THAN ULTIMATE
BOLT MARK
SIZE AND
LENGTH
TURNS OF
THE NUT
38E
39E
It X2i
1 ,
56E
57E
It X4i
3
4 1
27E
28E
. ^
29E
^H ,
30E
36E
It ^2^
4
7
IS
1 3G
2
I4G
a J
15 G
IS
48E
3
49E
B
50E
3G
It X 4i
8
3
lOG
© J
1 1 G
1 ©
I6G
I7G
It X 2i
J 8
IBG
16
8G
5
9G
It X 4i
8 ,
12 G
1 ©
HOG
III G
^3
8
II2G
It X 2^
16 J
II3G
II4G
8
I45G
1 ©
I46G
© 1
147G
1 ©
71 G
It X 4^
2
72G
is
.7 3G
2 1
74G
2
83G
5
8 .
84G
It X 6i
5 8
85G
8
II5G
. ^
II6G
i5 ,
II7G
lit X 2i
IS
II8G
16 ,
II9G
re
128 G
1
I29G
2
I30G
IS
131 G
I48G
Ist X 4i
8
© i
I49G
1 ©
I50G
© i ,
151 G
1 ©
866
5
8
87G
lit X 6^
, 2
88G
2
BOLT MARK
SIZE AND
LENGTH
TURNS OF
THE NUT
38 E
2i ,
39E
2i
42E
2
43E
44E
Itx2i
2
2
45E
2
46E
2
47E
2
59E
2
60E
62 E
It X 4i
2
2
63E
2
33E
2? ,
42G
It X 2i
2i
I40G
3
50E
2
5 1 E
2
52E
2
53E
2
54E
2
55E
2
4G
61 G
Itx 4^
2|
2
62G
2
63G
2
64G
2
66G
2
67G
© 2
68G
2 ©
34G
2i ,
35G
2i
41 G
2i
47G
it X Zi
2i
48G
2
49G
2i
50G
2
3E
57G
It X4i
2i
2
I25G
1 t X 2i
2
I02G
2
I98G
2006
It X 4i
2
2
2I9G
2 ®
MINIMUM BOLT TENSION DETERMINED WITH
TORQUE WRENCH ;
I" BOLTS TORQUED TO 180 FT LB
I" BOLTS TORQUED TO 320 FT LB
i" BOLTS TORQUED TO 470 FT LB
I" BOLTS TORQUED TO 710 FT LB
li" BOLTS TORQUED TO 960 FT LB
* MISALIGNED HOLES
ALL NUTS "FINGER TIGHT" BEFORE RECORDING TURNS
BOLTS MARKED © TIGHTENED THROUGH A 3" SLAB, ALL OTHERS TIGHTENED
THROUGH PLATE PLIES.
628
Iron and Steel Structure,
TURNS OF THE NUT REQUIRED TO BREAK BOLTS OR STRIP THREADS
BOLT MARK
SIZE AND
LEN6TH
TURMS OF THE NUT |
WITH TORQUE WRENCH]
WITH IMPACT WRENCH \
BREAK
STRIP
BREAK
STRIP
WRENCH USED
40e:
11 E
lM2i
2
2l
F
F
56E
57E
58 E
!<■ "4^
2|
3
2
D
29E
30 E
31 E
32 E
35E
36 E
155 G
156 G
I57G
158 G
139 G
141 G
I42G
1436
I44G
436
44G
45G
33 6
it ''25
^5 ,
2i
2|
23
2?
2s ,
2s
2|
2i
3
3
3
3?
3
3?
2|
2i
E
E
F
F
C
C
c
c
c
A
A
A
C
48E
65G
36
1676
I68G
I69G
It I"*?
3
2|
2?
®2i ,
2i®
2^
C
152 G
1536
51 6
1596
1606
161 6
5 t X2i
2re ,
2?
3i
3
2f
A
536
546
56 6
696
70 6
I62G
1636
1656
1666
1706
1726
jt x4i
2|©
3
2i
2
2i
2
l|
2-5
© li
A
A
A
A
A
1356
229G
2306
I86G
I87G
1886
1896
1906
2256
2276
2286
It "25
2
2
2i
2i
25
2
2
2?
2
2
2i
A
B
B
B
B
B
2 32 6
2336
2346
2356
1976
2166
1 t K 4j
2|
3
2|
2
2?
2 ®
B
B
2086
2486
2496
1 * X 6i
2
21
2i
B
2436
244G
2466
2476
lit X 2i
I5
2
2i
2
2216
2406
2426
lit X 4i
2' ,
2i
2^(3)
B
2366
"7G iUx6i
2386 '** '
2396
3i
2?
NOTES- ALL NUTS "FINGER TIGHT" BEFORE REC0RDIN6 TURNS.
BOLTS MARKED ® TI6HTENED THR0U6H A 3"SLAB, ALL OTHERS TI6HTENED THR0U6H PLATE PLIES,
Iron and Steel Structures
629
TABLE 4
REDUCTION OF BOLT DIAMETER AFTER ONE FULL TURN OF NUT
BOLT MARK
SIZE AND
LENGTH
AVERAGE DIAMETER*
BEFORE TIGHTENING
AVERAGE DIAMETER*
AFTER ONE TURN
DIFFERENCE
IN INCHES
PERCENT
REDUCTION
38 E
39 E
U X 2i
0616 IN
0616
0 611 IN
0608
0 005
0008
0 81
1.30
34E
I56G ■
I57G
I67G
?* X 2i
H X 4^
0 746
0 741
0745
0 749
0.737
0 723
0 729
0 728
0 009
0 018
0016
0021
1 47
2 43
2 15
282
I60G
161 G
J* X 21
0 862
0 861
0 845
0852
0017
0 009
1 97
1 04
IE
I63G
I66G
I70G
I7IG
if X 4i
0856
0 858
0 861
0 857
0 856
0 854
0 849
0 859
0854
0 849
0 002
0 009
0 002
0 003
0007
023
1 05
023
0 35
082
228G
229G
230G
l<t> X 2i
0 996
0 995
0 996
0 972
0 965
0978
0 024
0 030
0 0 18
241
3 02
1.81
234G
235G
IM 4i
0 983
0 985
0 976
0 978
0 007
0 007
071
071
215 G
249G
It X 6i
1 014
0 991
1 01 1
0 986
0 003
0005
0.30
0 51
244G
246G
lit X 2^
1 105
1 109
1 086
1 094
0019
0015
1 72
1 36
241 G
2426
\U X 4I
1 098
1 102 IN
1 093
1 097 IN
0 005
0005
0 46
050
* AVERAGE OF TWO DIAMETERS, 90° APART
DIAMETER MEASURED HERE
TORQUE-TENSION RELATIONSHIP FOR MINIMUM BOLT TENSION
BOLT MARK
SIZE AND
LENGTH
TORQUE
IN FT LB
BOLT TENSION IN LB |
RECORDED*
SPECIFIED
1 G
2G
5G
J* X 4i
330
320
320
27,000
29,000
29,000
25,600
6 6
7G
It X 4i
470
470
34,000
33,000
32,400
76 G
77G
78 G
1 t X 4i
710
710
710
37,500
37,500
37,000
42,500
79 G
80G
81 G
82 G
1 t X 6^
71 0
71 0
71 0
710
33,000
4 1,000
34,000
42,000
42,500
* DETERMINED FROM HYDRAULIC CALIBRATION DEVICE
Iron and Steel Structures 631
Part 3
Specifications for Assembly of Structural Joints Using High
Tensile Steel Bolts in Steel Railway Bridges
The present Specifications for Assembly ol Structural Joints Using High Tensile Steel
Bolts in Steel Railway Bridges (Manual pages 15-M-27 to 15-M-29, incl.) were only
adopted in 1953; however, the technical knowledge gained from the large amount of
research on this new type of fastener and the practical knowledge obtained from the
installation of millions of the bolts in actual structures have made desirable extensive
revision of these specifications. Some of the more important revisions have to do with the
identification of the bolts by three radial lines on the head; the use of beveled washers
only when the bearing faces under the hardened washers are out of parallel by more
than 5 percent; the inclusion of recommended bolt tension values for calibrating impact
wrenches; and a change in the inspection requirements.
The new revised specifications, which are offered for adoption and inclusion in the
Manual, are as follows:
SPECIFICATIONS FOR ASSEMBLY OF STRUCTURAL JOINTS
USING HIGH-STRENGTH STEEL BOLTS IN STEEL
RAILWAY BRIDGES
A. SCOPE
L General
a. This specification, when required by the plans, covers recommended practice for
the fabrication of structural steel forming rigid joints using high-strength steel bolts
tightened to a high tension. The bolts are used in holes of larger diameter than the
nominal bolt size.
b. Unless otherwise specified, and until other safe rules for the design of bolted
joints can be developed, the principles and rules for design of these joints and structures
incorporating them shall be as required for riveted construction using ASTM A-141
rivet steel.
c. Construction shall conform to existing codes for riveted structures except as
provided herein.
B. BOLTS, NUTS AND WASHERS
1. Material
a. Bolt, nut and washer material shall conform to requirements of the current ASTM
Specifications, designation A 325. Bolts manufactured to these specifications are identified
by marking on the top of the head with three radial Hnes.
2. Bolt Dimensions
a. Bolt dimensions shall conform to the current requirements for Regular Semi-
finished Hexagon Head Bolts of the American Standards Association (ASA designation
B 18.2).
b. In determining bolt lengths, the grip shall be calculated the same as for a riveted
joint, and the values shown in Table 1 shall be added thereto. If other than the preferred
thickness of circular washer (see Table 2) is used, the necessary length shall be adjusted
accordingly. The total length shall be adjusted to the next J4-in increment up to S-in
length, and to the next longer ^-in increment for lengths over 5 in.
632 Iron and Steel Structures
c. Unless otherwise required, minimum thread length (extreme point to last com-
plete thread) shall be twice the diameter plus J4 i" for lengths up to and including 6 in,
and twice the diameter plus Yz in for lengths over 6 in.
Bolts too short for the formula length shall be threaded as close to the head as
practical.
3. Nut Dimensions
a. Nut dimensions shall conform to current ASA requirements for Heavy Hexagon
Semi-finished Nuts (ASA designation B 18.2).
4. Washer Dimensions
a. Circular washers shall be flat and smooth, and their dimensions shall be not less
than would conform to current ASA requirements for Heavy Plain Washers (carburized),
(ASA designation B 27.2). These dimensions are shown in Table 2.
b. Where clearance makes it necessary, washers may be clipped on one side at a point
not closer than seven-eighth of the bolt diameter from the center of the washer. Where
bearing faces under hardened washers of bolted parts have a slope of more than 1:20
with respect to a plane normal to the bolt axis, smooth beveled washers shall be used to
compensate for the lack of parallelism..
c. All washers adjacent to the bolt head and nut shall be hardened in accordance
with the requirements of ASTM designation A 325.
C. BOLTED PARTS
1. Material
a. This specification contemplates that the bolted parts shall consist of metals per-
mitted by the AREA specifications for iron and steel structures.
2. Dimensions
a. Surfaces of bolted parts in contact with the bolt head and nut shall be parallel;
except that they may have a slope of not more than 1 : 20 with respect to a plane normal
to the bolt axis if the requirements of Sec. D, Art. 1, Par. a are observed. Bolted parts
shall fit solidly together when assembled and without interposition of gaskets or other
flexible material. Holes may be punched, subpunched and reamed, or drilled as required
by the applicable specifications, and shall be of a diameter not more than -h in. in excess
of the nominal bolt diameter.
3. Finish
a. The contact surfaces, when assembled, shall be bare, either descaled or carrying
the normal mill scale. Contact surfaces shall be free of paint, lacquer, dirt, oil, scale,
burrs, pits and other defects that would prevent solid seating of the parts or would
interfere with the development of friction between the parts.
D. ASSEMBLY
1. General
a. Bolts shall be assembled with a hardened washer under the bolt head and nut as
described in Sec. B, Arts. 1, Par. a and 4, Par. a. Flat washers may be used if the
surfaces adjacent to the bolt head and nut do not have a slope of more than 1:20 with
respect to a plane normal to the bolt axis; provided that, in all cases of non-parallel
surfaces, the nut shall be torqued against a non-sloping surface.
b. All nuts shall be tightened to give not less than the required minimum bolt tension
values given in Table 3 on completion of the joint.
Iron and Steel Structures
633
2. Use of Wrenches
a. Wrenches shall be set to induce the Recommended Bolt Tension for CaUbrating
Wrenches as given in Table 3.
b. In using a manual torque wrench, the required torque can be read from the
wrench dial, or in other types of wrench the torque may be indicated by a "release" of
the wrench. Care should be taken that the wrench is properly calibrated. Nuts shall be
in motion when torque is measured.
E. INSPECTION
1, Field Inspection
a. The inspector shall approve the procedure for cahbration of wrenches and installa-
tion of bolts. The inspector shall further observe the field installation to determine that
these procedures are followed. Where further inspection is required by the engineer, he
shall specify in advance the method the inspector is to follow.
Table 1 — Bolt Lengths
Bolt Size, Inches
y%
H
y»
I
Add to Grip,
Inches
1
\y%
\%
\y%
This compensates for thickness of nut, two flat washers and bolt point.
Table 2 — Washer Dimensions
Holt Size, Inches
Ci
rcular Washer
^-
Squar
for A
Bea
e Beveled Tf(
merican Stai
tns and Chan
ishers
idard
nels
Inside
Diameter
Outside
Diameter
Thickness,
Gage No.
Width
Mean
Thickness
Slope
}4 . .
%
%
%
%
\%.
\%
1%
9
2H
3
12
10
9
8
8
8
8
ly*
IH
iH
IH
'2ii
2H
1:6
y»
1:6
it:::::::::::-:
J4
1 - - -
1:6
1:6
1:6
IH
1^
1:6
1:6
634
Iron and Steel Structures
Table 3 — Bolt Tension and Torque Values
Bolt Size, Inches
Recommended Bolt
Tension for
Calibarting Wrenches,
Pounds*
Required Minimum
Bolt Tension,
Pounds**
Approximate Equivalent
Torque for Required
Minimum Bolt Tension,
Foot- Pounds***
Yi
^ .. . ..
12,. 500
20,000
29,000
37 , 000
49 , 000
.58,000
74,000
10,8,50
17,2.50
25 , tiOO
32,400
4 2,. 500
.50,800
04 . .500
90
180
320
1 *II l^^^^^'I'I'""""^^---
470
710
ivg
960
IJi .
1,350
♦Approximately 15 percent in excess of the Required Minimum Bolt Tension.
**Equal to 90 percent of the minimum Proof Load of Bolt (ASTM A 325), There is no recommended
bolt tension.
***Equal to 0.0167 ft-lb per inch bolt diameter per pound tension for non-lubricated bolts and nuts.
Values given are experimental approximations. If torque rather than tension is to be measured, the
torque-tension ration shall be determined by the actual conditions of the application.
Report of Committee 7 — Wood Bridges and Trestles
W. C. Howe, Chairman,
W. L. Anderson
H. Austell (E)
J. C. Boston
W. W. BOYER
T. P. Burgess
H. M. Church (E)
F. H. Cramer
R. D. CULBERTSON
E. M. CUMMINGS
B. E. Daniels
J. P. Dunnagan
P. R. Eastes
J. T. Evans
S. F. Grear (E)
E. L. Haberle
Nelson Handsaker
F. J. Hanrahan
M. W. Jackson
R. E. Jacobus
Milton Jarrell
C. S. Johnson
C. S. Johnson, Jr.
R. P. A. Johnson
J. V. Johnston
W. D. Keeney
L. P. Keith
J. R. Kelly
H. J. Kerstetter
J. C. Korte
A. L. Leach
C. V. Lund
W. B. Mackenzie
F. W. Madison
L. J. Markwardt
T. K. May
P. L. Montgomery
J. M. Montz
(E) Member Emeritus
S. L. Goldberg, Sr.,
Vice Chairman,
C. H. Newlin
W. H. O'Brien
W. A. Oliver
O. C. Rabbitt
H. S. RiMMINGTON
W. C. Schakel
A. H. Schmidt
F. E. Schneider
B. J. Shadrake
Josef Sorkin
R. L. Stevens
F. L. Thompson
L. W. Watson
J. S. Welch, Jr.
Clifford Wendell
A. M. Westenoff
W. C. Wilder
Committee
To the American Raihvay Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress in study, but no report.
2. Grading rules and classification of lumber for railway uses; specifications for
structural timber, collaborating with other organizations interested.
Progress in study, but no report.
?>. Specifications for design of wood bridges and trestles.
Progress in study, but no report.
4. Methods of fireproofing wood bridges and trestles, including fire-retardant
paints, collaborating with Committee 17 and with the Fire Protection and
Insurance Section, AAR.
Progress report, presented as information page 6,36
5. Specifications for structural glued laminated lumber, collaborating with Com-
mittee 6.
Final report, including specifications submitted for adoption page 641
6. Design of timber-concrete composite decks, collaborating with Committee 8.
Progress report, presented as information page 641
635
636 W o od Bridges and Trestles
7. Means of conserving labor and materials, including the adaptation of sub-
stitute noncritical materials, and specifications for the reclamation of released
materials, tools, and equipment, collaborating with Committee 3-A, General
Reclamation, Purchases and Stores Division, AAR.
No report.
The Committee on Wood Bridges and Trestles,
W. C. Howe, Chairman.
AREA Bulletin 520, January 1955.
Report on Assignment 4
Methods of Fireproofing Wood Bridges and Trestles, Including
Fire Retardant Paints
Collaborating with Committee 17 and with the Fire Protection
and Insurance Section, AAR
R. E. Jacobus (chairman, subcommittee), J. C. Boston, W. W. Boyer, B. E. Daniels,
J. P. Dunnagan, E. L. Haberle, J- V. Johnston, W. D. Keeney, J. R. Kelly, H. J.
Kerstetter, A. L. Leach, F. W. Madison, L. J. Markwardt, T. K. May, W. B. Mac-
kenzie, P. L. Montgomery, H. S. Rimmington, W. C. Schakel, F. E. Schneider, F. L.
Thompson.
Your committee presented an advance report in Bulletin 510, September-October
1953, beginning on page 135 (Proceedings, Vol. 55, 1954, same pages), which included
description and results of a series of tests designed to evaluate the protective features
of fire-retardant coatings applied to treated structural timbers. These tests were conducted
by the Atchison, Topeka & Santa Fe Railway under the general direction of T. A. Blair,
chief engineer system, with the AAR research staff cooperating in making temperature
measurements and preparing the report. Your committee is also collaborating with the
AAR in connection with research work on fire-retardant coatings now under way at the
AAR Central Research Laboratory. A progress report on the work done during 1953
was presented in Bulletin 513, January 1954, pages 567 and 568 (Proceedings, Vol. 55.
1954, same pages). The following report concerns progress on this research during 1954.
INTRODUCTION
The subject of fires and the losses incident to fires is both complicated and large.
The Fire Protection and Insurance Section of the AAR, by questionnaire, conducts an
annual survey of the nature and cost of fires sustained by AAR member roads. However,
despite the many classes of fires listed, the information submitted often has been incom-
plete and open to question. The feasibility of totalling the dollar loss suffered by a railroad
from a bridge fire represents an effort beyond the range of those involved in gathering
such statistics. It is known from individual cases that a particular bridge, destroyed by
fire, required some $195,000 to reconstruct. The total loss due to inconvenience, re-routing,
delay in icing of lading, etc., resulted in costs approximating $2,000,000. The interruption
of main line operation on one large railroad is likely to cost from $500 to $750 per min.
Such data place in proper perspective the true magnitude of timber bridge fires. In view
of these facts it becomes evident that an extremely thorough investigation must be made
concerning the nature of treated timber bridge fires and the means whereby adequate
protection may be effected.
Wood Bridges and Trestles 637
FIELD INVESTIGATIONS
Toward this end chemical, electrical, and bridge laboratory personnel of the AAR
attended and participated in field tests conducted by the Atchison, Topeka and Santa Fe
Railway System over the period 1952-1954. These tests consisted in the main of con-
structing full-scale replicas of end and interior panels of ballasted-deck pile trestles and
painting them with commercially available fire-retardant coatings previously evaluated.
Thermocouples were placed at strategic locations on these structures by AAR personnel
to enable recording the temperatures reached in tumbleweed fires (AREA Bulletin 510,
page 135, Proceedings, Vol. 55, 1954.) The data revealed that burning tumbleweed around
a single exposed pile develops temperatures in the range of 1200 to 1500 deg F. In the
replica panels constructed of southern yellow pine and treated with a mixture of approxi-
mately equal parts of creosote and petroleum, temperatures approaching 1900 deg F
were reached in a matter of 60 to 90 sec.
LABORATORY INVESTIGATIONS
1. Evaluation of Standard Burners and Tests
With the knowledge that flash fires of high temperature and relatively short duration
(up to 5 min) represented for the most part the typical tumbleweed fire, it became
possible to define the necessary conditions a laboratory instrument had to reproduce.
Preliminary experiments were designed to facilitate the selection of a commercially avail-
able gas burner capable of reproducing the desired conditions. Seven such burners were
examined under a variety of conditions and found unsatisfactory. A number of standard
tests developed and used by such groups as the Federation of Paint and Varnish Produc-
tion Clubs, the pulp and paper industry, the National Paint, Varnish and Lacquer Asso-
ciation, and the Forest Products Laboratory were studied and found inadequate. It
became evident that a burner would have to be developed to simulate the unusual con-
ditions of a brush and weed fire.
2. Burner and Cabinet Design
Through a systematic program some 35 burners were designed, constructed anl
tested. Information was accumulated relating the elements of pipe size, gas orifice diameter,
burner length and burner material before an adequate experimental model was built
Eight cabinets of various dimensions and materials were constructed to house the many
burners built before a choice was made. Since that time three fundamental alterations in
burner design have been effected.
3. Fuel Selection
The gas used for fueling the test fires was supplied locally as natural gas (1000 Btu).
However, during the winter months excessive consumer demand often reduced the gas
pressure, so the local gas company injected manufactured gas (500 Btu) into the lines to
maintain pressure. The use of such a mixed fuel led to variations in results and its use
was discontinued. To overcome this variation in fuel of varying heat content, LPG gas
or liquid propane, available in small tanks, was utilized. This gas was selected because
of its general availability throughout the country. It has a heat content of approximately
2200 Btu and develops flame temperatures between 1700 and 1800 deg F.
6J8
Wood Bridges and Trestles
DISCUSSION OF PROBLEM
1. Examination of Commercially Available Products
Having tentatively standardized on a burner and fuel supply, it became possible to
commence evaluating protective coating materials. A comprehensive survey of the market
revealed only a limited number of products. Some 40 materials, for which claims of fire-
retarding properties were made, have been examined in the fire test cabinet over the
past two years. Of them, several potentially useful compositions have been discovered,
and the manufacturers are known to be continuing work toward upgrading them. Promis-
ing materials, when found, are exposed to atmospheric weathering on the laboratory roof
and to artificial accelerated weathering in an Atlas Model XW Weatherometer. After a
suitable period in each environment the aged test specimens are burned to compare
their protective features with a freshly coated specimen. All tests to date have been
conducted on southern yellow pine (S4S. 1^^ by 55^ by 18 in) treated with a 60: -10
mixture of creosote and coal tar.
2. Publicizing the Problem
Because of a scarcity of useful materials, efforts have been made at publicizing the
problem and bringing its attractive market potential to the attention of the chemical
and paint industries. Accounts of the problem and tentative specifications have been
described in Chemical Week and Coatings, as well as having been discussed before mem-
bers of the Federation of Paint and Varnish Production Clubs. Despite this publicity,
few, if any, large companies have entered the field. The reluctance of industry to attack
the problem of formulating a fire-retardant coating was found due to an absence of
reliable information concerning the behavior of treated timber under the influence of
high temperatures.
3. Exploratory Laboratory Investigations
Preliminary investigations were undertaken to learn the magnitude of temperatures
developed at various depths below the surface of timber treated with different preserva-
tives, when exposed to a flame of high and relatively constant temperature. Unexpected
differences were obtained from wood treated with different preservatives. In addition,
wood treated with the same preservative at different levels of retention yielded results
of considerable significance. The table below illustrates some temperatures recorded in
treated timber after 5 min exposure to a flame of constant heat content.
Below Surface Temperatures Recorded in Bare Treated Timber
IN Fire Test Cabinet
Treahnen t
Thermocouple Location
y% In Below Surface
yi In Below Surface
}/2 In Below Surface
Creosote
16 lb per cu ft
510°F
1195°F
350°F
580° F
200 °F
45% Creosote:
.55% Petroleum
9 lb per cu f t
?60°F
The tubercles shown m increasing quantity in the examples in Fig. 1 illustrate the
product of incomplete combustion of bleeding preservative. The significant fact is that
these tubercles are extremely hard and capable of destroying a paint bond. What is even
Wood Bridges arid Trestles
639
*J
P.
o
a
sr
i<
o
(U
<u
4J
>.
3
C
C
i-i
4>
B
J3
V
3
>
OtC
o B
640 Wood Bridges and Trestles
more important is the amount of carbonized material developed relative to the respective
retentions. It becomes evident that investigators working with the same timber but
unknowingly with different retentions could arrive at different and disputable conclusions.
These data were significantly important in that they called attention to a number of
little appreciated facts. In the first case, timber is heterogeneous and does not absorb
throughout its length the same amount of preservative during treatment. Secondly, timber
specimens when given a so-called 10-lb treatment may vary in absorption from S to 20 lb
per cu ft. Thus, the sample selected for testing becomes the crucial variable. In addition,
timber which is treated by the full-cell method will yield results different from timber
treated by the empty-cell Lowry and Rueping methods. The various preservative mixtures
of creosote, creosote and coal tar, and creosote with petroleum, provide additional
variables of significance.
Appreciation of these conditions led to a survey of each volume of the AREA and
AWPA Journals from the start of publication to the present for data from every report
printed concerning the various species of timber used and treatments given to cross ties
and bridge timbers. It was concluded from these studies that the bulk of timber used
during the last SO years is Douglas fir and southern yellow pine. The popular treatments
have been creosote; 60:40 creosote-coal tar; and 50:50 creosote-petroleum.
In order to learn the behavior of such preserved timber under the influence of fire,
arrangements were made to treat, under controlled conditions, specimens of both species
with each of the three preservatives at a number of retentions.
4. Present Work
A contract was entered into with the U. S. Department of Agriculture, Forest Prod-
ucts Laboratory, to treat in their experimental cylinder 659 specimens of timber. Some
439 pieces of B or better, S4S, southern yellow pine, and 220 pieces of B or better, S4S,
Douglas fir were impregnated. Prior to treatment each piece of pine was stained on its
edges with benzidine-nitrite, and each piece of fir was stained similarily with ferric
chloride. These stains developed contrasting colors, enabling one to estimate the location
and percent of sapwood and heartwood respectively.
Specimens were stored at 85 percent relative humidity and 35 deg F until ready for
treatment. Impregnation took place in a pilot tank measuring 18 in. in diameter and
48 in. in length and capable of holding 30 pieces of timber. The specimens were assayed
for moisture content and weighed prior to placement in the tank and again weighed
immediately upon removal from the tank following treatment.
The pine was treated full cell to secure a retention of 30 to 40 lb per cu ft of
preservative. The fir was treated similarly, but took up smaller quantities of oil (in the
range of 25 to 30 lb per cu ft). Pilot runs of 10 specimens were used to determine opti-
mum treating conditions for the low retentions. Pine was treated then by the empty-cell
process to obtain retentions of 20 and 10 lb per cu ft, respectively. Fir was treated in
similar fashion to yield retentions in the range of 10 to 12 lb per cu ft.
Enough specimens have been obtained in each instance to afford an opportunity for
developing useful information from timbers whose absorption of oil varies somewhat
above and below specified retentions. It is intended to conduct temperature studies similar
to those reported earlier on the two species of wood impregnated with each of the three
preservatives in the full and empty-cell processes. In addition, promising coating materials
will be applied to each of the specific types of treated wood and evaluated in similar
fashion.
It is expected that these studies will disclose significant characteristics peculiar to the
various treatments and will call attention to considerations important to those desiring
Wood Bridges and Trestles 641
to protect a structure from fire. The information derived from these investigations will
be made available in appropriate publications, enabling paint formulators to concentrate
their efforts in channels leading to an early development of satisfactory fire-retardant
coating materials.
Report on Assignment 5
Specifications for Structural Glued Laminated Lumber
Collaborating with Committee 6
F. E. Schneider (chairman, subcommittee), R. D. Culbertson, J. T. Evans, E. L. Haberle,
F. J. Hanrahan, M. W. Jackson, R. E. Jacobus, C. S. Johnson, L. P. Keith, J. R
Kelly, J. C. Korte, T. K. May, J. M. Montz, W. A. Oliver, A. H. Schmidt, R. L.
Stevens, F. L. Thompson, L. W. Watson.
Last year your committee presented, as information, a draft of Specifications for
Structural Glued Laminated Lumber together with an appendix and tables (Bulletin,
January 1954, pages 568 to 582, incl., and Proceedings, Vol. 55, 1954, same pages), and
requested comments and criticisms thereon.
The following revisions of these specifications, affecting only Arts, la and lie, have
been recommended and approved by the committee:
1. General
a. Structural glued laminated lumber is any stress-rated member comprising
an assembly of properly selected and prepared wood laminations in which
the grain of all laminations is approximately parallel longitudinally, and in
which the laminations are securely bonded with approved adhesives.
11. Finished Sizes
c. Members that are specified to be pressure impregnated with a preservative
shall be finished to size and all cutting, framing, and boring of timbers shall
be done before treatment unless otherwise specified.
These specifications, with above revisions, are now submitted with the recommenda-
tion that they be adopted and published in the Manual.
Report on Assignment 6
Design of Timber-Concrete Composite Decks
Collaborating with Committee 8
W. A. Oliver (chairman, subcommittee), J. C. Boston, E. M. Cummings, C. S. Johnson,
C. S. Johnson, Jr., W. D. Keeney, J. C. Korte, T. K. May, W. H. O'Brien, O. C.
Rabbitt, H. S. Rimmington, A. L. Schmidt, B. J. Shadrake, Josef Sorkin.
This is a progress report, submitted as information.
T. K. May, director of technical service. West Coast Lumbermen's Association, has
compiled the following report which your committee believes is an excellent resume of
available data on the subject to date.
642 Wood Bridges and Trestles
Composite Timber-Concrete Construction
~ By T, K. May
West Coast Lumbermen's Association, Portland, Ore.
Composite construction is defined for purposes of this report as a combination of
different structural materials in a manner that utilizes the preferred strength property
of each material, and as though the whole were homogeneous when stressed in flexure.
Essentially, the development of a composite section depends on an efficient means of
providing adequate shear resistance at the juncture plane of the two materials.
The composite constructions described herein are those that combine concrete and
lumber, with the concrete in compression and the wood in tension when stressed in flexure.
Greater service life with greater economy, which engineers are always striving for,
has been the prime reason for the development of this kind of structural element. The
concrete provides an enduring wearing surface to handle the movement of today's heavy
loads and fast moving traffic. It also provides more safety from skidding for outdoor
structures in wet weather with rubber-tired vehicles.
Wood for the tension portion of the cross sections of the several types of composite
constructions is used for several reasons. The wood parts or members are easily fabricated
prior to placement. In place, they are sufficient to support the dead load of the structure
while concrete is being placed, and may be capable of supporting equipment used in con-
struction, though the strength of the self-supporting wood parts should be checked as to
capacity before this is attempted.
To date, there have been developed two basic types of composite construction with
variations in methods of accomplishing the desired result. One basic type of deck consists
of a concrete slab on timber stringers arranged as a series of "T" beams, a timber stringer
forming the stem and the concrete slab forming the flange.
The Oregon State Highway Department, realizing that more than half of their bridge
requirements are in the short span category, conducted a full research program in 1932
at Oregon State College on this type of construction as a means of building bridges of
minimum first cost and having low maintenance expense and high roadability.*
Five methods of developing the horizontal shear at the juncture between the con-
crete flange and the timber stringer stem were investigated. Both 4-in by 14-in and 6-in
by 16-in Douglas fir stringers with 6-in by iS-in and 6-in by 24-in concrete flanges,
respectively, were used in the tests. The methods used to develop shear resistance are
as follows:
1. Several rows of ^-in by 8-in spikes, depending on the stem width, were driven
over half their length into and along the top edge of a stringer, the projecting
portion thus being embedded in the concrete.
2. Shallow, square-ended daps were cut at intervals across the tops of the stringers,
which formed matching projection in the concrete flange when it was poured.
3. A combination of daps and spikes as in methods 1 and 2.
4. Short lengths of pipe keys set into shallow holes bored along the top edge
of stringers, with a portion projecting above the wood over which the concrete
flange was poured.
5. Rectangular steel plates driven half their depth into slots cut transversely across
the top of the stringers, the other half projecting into the concrete flange when
poured.
* Loading Tests on a New Composite-Type Sliort-Span Highway Bridge, Oregon State Highway
Commission, Highway Department Technical Bulletin No. 1.
Wood Bridges an d Trestles 643
Tests of these five arrangements gave results from the strongest to the weakest in
the following order:
1. Pipe keys.
2. Daps in stringer tops plus spikes.
3. Spikes only.
4. Plates in slots across stringer
5. Plain daps across stringers.
The variation in average ultimate strengths between the first four methods was about
5 percent; between the fourth and fifth, about 15 percent. The large spread in ultimate
values between composite beams having only square ended plain daps (No. 5) and beams
similarly dapped but with the addition of spikes (No. 2) may be due to the lifting out
of the daps which was noted. Uplift was apparently prevented when the spikes were
added. The method chosen for use in the design of bridges was the second, daps in
stringers plus spikes, as being the most economical of materials and fabrication.
It is noteworthy that, characteristic of all the beams tested, the load-deflection rate
was constant with no definable point of proportional limit.
In addition to the usual tests to destruction, several beams were subjected to repeated
loadings and two beams were investigated for the effect of temperature variation. The
alternated loading tests showed that there is no appreciable loss in strength. Some residual
deflection was noted between loading cycles, but the amount of set gradually decreased
towards zero, indicating plastic flow of the materials.
The temperature tests are most interesting. They are the only tests with composite
constructions that have been made and the results are apphcable to any composite con-
structions of lumber and concrete. Three freezing and thawing cycles were made with
2 beams, from IS to 69 deg F, a range of 54 deg, which will very rarely obtain under
actual service conditions. Careful strain gage measurements revealed that with a change
in temperature, the top of the concrete flange, which would be the roadway surface if on
a bridge, changed dimension in a nearly normal manner, that the bottom surface of the
slab changed somewhat less, and that the bottom of the timber stem changed dimension
in a manner not normal to wood Such a reaction to temperature change would be
expected as there is a definite thermal coefficient of expansion for concrete, whereas for
wood, this coefiicient of expansion is, for all practical purposes, nil. Hypothesis and test
results indicate that for these reasons the timber stem restrains the concrete flange from
responding to normal dimensional changes at the juncture of the two materials and
secondary* stresses are induced. As temperature drops below the mean, the secondary
stresses at extreme fiber are a reversal from those stresses induced by usual positive
moments. When temperatures rise above the mean, secondary stresses at extreme fiber
will be like, and hence additive, to stresses induced by positive moment. Analysis of these
secondan,- temperature bending stresses shows that they are not large, and the inves-
tigation recommends that they are not sufficient to cause serious concern in designing.
On the other hand, whether the temperature change rises or falls from the mean,
the restraint at the juncture of the two materials develops secondary shearing stresses
that are additive to those from normal bending, and hence must be considered in designing
shear keys.
As the thermal expansion coefficient for wood is practically zero, the dimensional
change in concrete is all that induces stress at the shear juncture. Hence, design of the
shear connection as required for temperature only is as follows:
644 Wood Bridge sand Trestles
A, 2/c
M=: —
S
n = number of shear connections required for temperature stress.
^f z=area of concrete flange considered to be involved by restraining timber stem,
/c = unit stress in concrete induced by temperature change within the range selected.
5^= the value of each shear connector.
At the time the research project was being conducted, one of the flange limitations
was a width not more than si.K times the width of the stem. This limitation has been
modified to four times the width of the stem in current recommendations.
Stress analysis involves two phases: The determination of extreme fiber stress due
to bending; and the shearing stresses at the junction point of the two materials with
proper connection details. If it is assumed that the junction connection is adequate, is
without inelastic deformation, and has elastic characteristics in keeping with the materials
of the beam, then the beam may be designed by transforming the composite section into
an equivalent homogeneous section in the ordinary manner. The procedure is to multiply
the flange width by the ratio of the modulus of elasticity of concrete to the modulus
of elasticity for the species of timber used, — '—, and thereafter design will be as though
the transformed dimensions are for a homogeneous timber beam.
Having established a design criteria, the State of Oregon, in 1932, began the con-
struction of composite "T" beam bridges, and has completed 198 of these structures
throughout the state highway system. The total lineal footage to date is 23,340. The
length of spans is quite varied as there is 1 bridge of 1 span at 10 ft, another of 54 spans
at 29 ft, and another, which has since been removed, of 6 spans at 40 ft. This latter
structure had wood stringers measuring 12 in by 30 in. It was found that as these
stringers seasoned, which would require many years to reach moisture equilibrium, they
gradually twisted, probably due to the presence of sloping or spiral grain. After 19 years
this bridge was removed to make way for a reservoir. All of the other bridges are giving
excellent service. This leads to a conclusion that for this type of construction, glued
laminated stringers should be used when the required stringer size becomes very large.
The second basic type of composite construction consists of a continuous wood-
concrete slab across the width of the structure. Many slab decks of composite timber-
concrete construction have been built throughout North America. They are used for
bridges, wharves, docks and buildings. Testing on the first of these types was conducted
in 1933 by the American Wood-Preservers" Association at George Washington University.*
Additional tests were subsequently made by the State Roads Commission of Maryland
on a completed bridge having a 67 deg skew** and at the University of lUinois.*** The
second and latest type was developed by the West Coast Lumbermen's Association in
1948, which is similar to that developed by the American Wood-Preservers' Association.
The latter design aims at further economies by a reduction in the hardware and labor
required.
Both the current type of composite timber-concrete slabs use a laminated wood deck
as the base or form for the concrete surface and for the tension portion of the com-
* New Type of Composite Beam and Design of Composite Slab Highway Deck. J. F. Seiler, Wood
Preserving News — Nov., Dec, 1933.
** Treated Timber in Heavy-Duty Composite Highway Bridges. W. C. Hopkins, American Wood-
Preservers' Association — 1939.
*** Tests of Composite Timber and Concrete Beams. Frank E. Ricbart and Clarence B. Williams,
Jr., University of Illinois, Bulletin Vol. 40, No, 38— May 1943.
Wood Bridges and Trestles 645
posite section, the concrete acting in compression. The essential difference between the
two deck designs is in the method of developing the shear at the juncture between the
two materials. Hence, design for fiber stress due to bending is the same for both, design
difference being the details and values used in developing the shear resistance.
All the laminated slab decks are made of dimension lumber with the wide face
vertical and with the top of alternate laminations 2 in higher than the next adjacent
piece. This may be accomplished in two ways: half of the laminations used will be 2 in
wider than the other half, or each alternate lamination will be staggered 2 in above its
adjacent piece.
The choice of laminating with alternate widths or of the same width will depend
on the amount of wood depth required by the span or the load.
A metal "shear developer"* was the first method investigated for development of
shear resistance in composite decks. These devices are triangular steel plates driven into
precut slots at intervals along the channels between adjacent laminations.
In the initial tests, the shear developers were set at an angle of about 10 deg from
the vertical in order to provide resistance against uplift. Present practice is to set the
shear developers vertically and drive 60d spikes on 24 -in centers, at an angle facing away
from the center of span, along the top edge of each upstanding lamination. Spiral dowels
may be substituted for the uplift spikes, in which case the dowels are driven vertically.
Tests were made to establish the shear value of a shear developer and the efficiency
of the composite section as a beam. The conclusion reached was that efficiencies approxi-
mating 100 percent can be obtained.
The tests made at the University of Illinois covered several possible methods for
developing the shear at the junction of the two materials. These included beams with
the shear developers set at an angle of IS deg from the vertical, shear developers placed
vertically, and shear developers placed with 60d uplift spikes both placed vertically.
Also tested were boat spikes and lag screws set part way into the upper edges of all
laminations. They were tried vertically and at an angle of 45 deg. A saw-tooth pattern
was also cut in those alternate laminations at the bottom of the channel between lamina-
tions for a set of tests with and without 60d uplift spikes set vertically. The bottom of
the saw-tooth gullet was cut 1 in deep and "teeth" were spaced 8 in on centers.
Bending tests of these several beams were compared with a control beam that had
no shear connection between the two materials other than natural friction. The following
comparative table gives some idea of the efficiency of the various shear connection
methods investigated.
Average Strength
Shear Connection Ratio at Ultimate
None 100
R. R. spikes, vertical 1.535
Shear developers {%" PI.) and 60d .spikes 1.50
Shear developers (Vs" PI.) and 60d spikes 1.48
%" X 8" Lag screws set at 45 deg 1 .435
Shear developers {%" PI.) and 60d spikes 1.38
Shear developers (12 Ga.) 1.38
Shear developers (12 Ga.) and 60 spikes. Repetitive loading 1.365
Shear developers (^" PI.) 1.35
"Saw-tooth" daps and 60d spikes 1.26
Shear developers (J4" PI) l-^^
R. R. Spikes at 45 deg 1.245
5/^" X 6" Lag screws, vertical 1.24
"Saw-tooth" daps 1.04
Shear developers (^" PI.) 1005
* Patent rights owned by the Ameiican Wood-Preservers' Association.
646 Wood Bridges and Trestles
The preceding comparison can be misleading unless it is known that the shear con-
nections used were at spacings chosen with the intention of producing approximately
equal horizontal shearing strengths. They do not represent the relative effectiveness of the
individual units.
Furthermore, most of the beams failed otherwise than in the shear connection. Some
failed by compression in the concrete and some failed by tension in laminations. With
normal variability of materials, such variability of failure would be expected in a well
proportioned section. Horizontal shear failures in the concrete were noted in some of the
beams having shear developers, at a line just above these devices. One of the beams
having saw-tooth daps and no nails failed by shearing of the concrete projections moulded
into the daps.
The low values for the shear developers set at 15 deg from vertical and the plain
"saw-tooth" daps no doubt result from an observed tendency for the concrete to lift
from the laminations as shear was developed.
The calculated bearing stress developed on the vertical face of the saw-tooth daps
was 4000 lb per sq in for the University of Illinois tests, and for the "T" beam tests
by the Oregon Highway Department, similar bearing for the square cut or castellated
daps, as they are frequently called, ranged from 3400 to 3700 lb per sq in.
The University of Illinois tests also show that though there are two neutral axis
in the composite section, the closeness of the two axis is not sufficient to warrant
departure from the theory of linear distribution of stress between extreme fibers in
homogeneous members. In fact, strain measurements at mid-span of the test beams
showed perfect linear distribution of one of the beams with shear developers, and for
the balance of the beams with these devices plus the beams with saw-tooth daps, the
distribution of bending stresses was, for all practical purposes, lineal.
These elaborated references to test data for beams with shear developers and daps
is given herein because these two shear connections are those currently being used in
construction.
No tests have been made of the composite design developed by the West Coast
Lumbermen's Association, nor does it appear necessary that tests be made, as there is
ample related test data available.
Daps are used to develop shear at the juncture of the two materials in the West
Coast Lumbermen's Association type slab. Of a castellated pattern, the unit shear stress
in the materials is quite low because each lamination is dapped and shear resistance is
developed over the total uninterrupted width of the slab. As it is known that stress
concentration occurs at the apex of sharp angles, the bearing surfaces at the ends of the
daps are sloped at an angle of 30 deg from the vertical to reduce the stress concentration.
(See Fig. 1).
Vertical components of forces will be developed because of the slope, but this is
adequately resisted by grooves milled the full length of each upstanding lamination to
form a positive bond and resistance to all uplift. (See Fig. 2) .
Though all tests of the methods of construction of composite slabs, as described
up to this point, have for convenience been made in the form of narrow widths or beams,
a transverse distribution of concentrated loads would be expected.
The most reliable tests to determine transverse distribution of highway wheel loads
were made in 1939 by the State Roads Commission of Maryland*. These tests were also
to check on earlier and less accurately conducted tests. The bridge selected for test use
* Treated Timber in Heavy-Duty Composite Highway Bridge, By W. C. Hopkins, 1939.
Wood Bridges and Tres ties
647
o n u ,)
3O 3 3 3"
<— >
1
\ — r
ir
Fig. 1 — Castellated daps in all laminations of the West
Coast Lumbermen's Association modified composite deck
slab.
Bonding grooves
Fig. 2 — Typical cross section of West Coast Lumbermen's
Association composite slab, showing method of bonding to
resist uplift.
has three 21-ft spans and a roadway width of 56 ft, plus two 8-ft sidewalks. With such
a wide roadway, a true determination of transverse distribution from concentrated wheel
loads could be determined without introducing curb action as a variable.
In these tests, a single wheel load was found to distribute over 15.1 ft for moment.
By calculating the percentage of deflection caused by 4 wheels of passing vehicles at
normal distances from a critical point and adding to a unit deflection assumed for the
1 wheel at the critical point, a distribution of 5.1 ft was arrived at for a single wheel
load. Distribution for more than 4 wheels is not significant because of the remoteness
of such wheels from any 1 critical wheel.
It has been customary to assume a somewhat narrower transverse load distribution
for shear than for moment calculations, since the critical position of the load for maxi-
mum shear will be closer to the support. Tests at the Bureau of Standards gave 70 percent
of the slab width for transverse distribution with the load at the quarter point, and
SO percent with the load at mid-span. Thus a distribution of 4 ft is recommended.
The analysis of the deck will depend on the method of construction, whether the
wood sub-deck is used without falsework to support the total dead load during concrete
placing, or whether falsework is used and the composite deck supports the total dead load
after the concrete has set and the falsework struck.
Under the first condition, plastic flow of wood under load will cause a redistribution
of moments for continuous slabs. Such a redistribution may be calculated appro-ximately
648 Wood Bridges and Trestles
using test information from the Forest Products Laboratory on the relation between
the calculated ratio of moments and the true (test) ratio for continuous beams at ultimate
strength.
Thus, if a negative moment is computed to be 66% percent of the simple span moment
for an interior span of a multi-span deck, by comparing the computed positive-negative
moments ratio with the test ratio, the negative moment becomes 58 percent of the simple
span moment. Further redistribution of moment occurs due to interruption of laminae
over the support. This reduction, based on experience on the probable number of lamina-
tions interrupted, brings the negative moment to SO percent of the simple span moment.
This is compensated by the increase in positive moment.
For a continuous composite slab, the portions subject to negative moment will have
a different stiffness factor, EI, from that in the section under positive moment. This
difference will be reflected in the moment of inertia through the usual method of reducing
the section to a transformed equivalent section of one material.
Based on the supposition of a different moment of inertia for portions of a span
under negative or positive moments, factors have been computed for varying ratios of
these moments of inertia which, when applied to the span will give a point of inflection.
As laminations are of necessity frequently spliced, the actual point of inflection will be
closer to the support than for unspliced pieces. Thus, in establishing the table for positive
and negative moments as a percentage of simple span moments, further adjustment factors
are supplied.
The relationship of — -^^ 1 and- — - =: 2 are reasonable assumptions to cover a num-
£w Ew
ber of variable sections. Both concrete and wood have variable moduli of elasticity,
depending on the dryness of the wood and the age of the concrete. The recommended
value of E for Douglas fir and southern pine is 1,600,000. This is a green value, which
increases to about 2,000,000 on drying. Seven-day old concrete has an E value slightly
less than the green value for Douglas fir. The maximum values of E for both concrete
and wood are not fixed and any values used in design are assumptions.
A ratio of 1 is close to actual conditions prior to final seasoning of the composite
materials. After seasoning, a more realistic ratio would indicate a slightly higher stress
in concrete, with a correspondingly lower stress in the wood. Prior to seasoning, the rela-
p
tionship of stresses is reversed, when the — - value is assumed to be 2, but are probably
Ew
closely balanced after the materials are dry.
Tests of completed composite decks have shown an increase in stiffness and strength
with age, which would indicate the assumed ratios are within conservative limits.
Furthermore, since the exact values for Ec and Ew cannot be determined prior to
design, and as a more refined ratio will result in but a slight change in stresses, a further
refinement is not deemed necessary.
As a very large number of composite timber-concrete slabs have been built, it is
impractical to summarize the extent of such use. As the volume of construction of the
three principle types is quite large, the Standard Specifications for Highway Bridges of
the American Association of State Highway Officials— 1953 edition, now cover the basic
requirements.
Report of Committee 11 — Records and Accounts
H. N. Halper, Chairman,
R. B. Aldridge
F. B. Bald\vin
S. H. Barnhart
B. a. Bertenshaw (E)
H. T. Bradley
M. A. Bry.ant
P. D. Coons
V. R. Copp
Spencer Danby
V. H. Doyle
Benjamin Elklnd
D. E. Field
B. Firestone
Morton Friedman
W. S. Gates, Jr.
M. M. Gerber
W. A. Godfrey
W. M. Hager
C. C, Haire (E)
B. H. Moore, Secretary,
J. H. Hande (E)
C. Jacoby
E. M. KiLLOUGH
W. A. Krauska
C. E. Lex, Jr.
W. M. LUDOLPH
M. F. Mannion
C. B. Martin
A. H. Meyers
O. M. Miles
J. B. Mitchell
J. K. MORRISSEY
F. H. Neely
J. H. O'Brien
C. F. Olson
W. C. Pauli
L. A. Pelton
D. E. Pergrin
M. G. Pettis
L. W. Howard,
Vice Chairman,
A. T. Powell
H. L. Restall
J. H. Roach
E. J. Rockefeller
H. B. Sampson
R. L. Samuell
W. F. Sanders
J. E. Scharper
J. H. Schoonover
R. W. Scott
H. A. Shinkle
J. N. Smeaton
J. B. Styles
J. R. Traylor
H. C. Wertenberger
W. C. WiETERS
J. L. WiLLCOX
Louis Wolf
Committee
(^E) Member Emeritus.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, submitted as information page 650
2. Bibliography on subjects pertaining to records and accounts.
Progress report, submitted as information page 650
3. Office and drafting practices.
Progress report, submitted as information page 660
4. Use of statistics in railway engineering.
(b) Standard costs developed by statistical methods.
Progress report, submitted as information page 661
(c) Budgetary procedures.
Progress report, submitted as information page 663
5. Construction reports and property records.
Progress report, submitted as information page 664
6. Valuation and depreciation.
(a) Current developments in connection with regulatory bodies and courts.
Progress report, submitted as information page 664
(b) ICC valuation orders and reports.
No report.
(c) Development of depreciation data.
Progress report, submitted as information page 667
649
f)50 Records and Accounts
7. Revisions and interpretations of ICC arrnnnfinK rlassifirations.
Progress report, submitted as information page 667
8. Simplification of records to determine origmal costs of tracks to be used in
their retirements from the investment account.
Progress report, submitted as information page 668
Special report on Joint Projects and Joint Facilities, by W. S. Gates, Jr. . . page 660
The Committee on Records and Accounts,
H. N. Halper, Chairman.
AREA Bulletin 519, January 1955.
Report on Assignment 1
Revision o£ Manual
M. A. Bryant (chairman, subcommittee), F. B. Baldwin, P. D. Coons, D. E. Field, C. C.
Haire, E. M. Killough, W. A. Krauska, W. M. Ludolph, M. F. Mannion, J. B.
Mitchell, J. H. O'Brien, R. L. Samuell, W. F. Sanders, J. H. Schoonover, J. N.
Smeaton.
Your committee submits the following report of progress in further revision of the
AREA Manual of Recommended Practice.
The revision of Graphical Symbols, Figs. 1 to 8, incl., appearing on pages 11-4-11
to 11-4-18, incl., has been completed by a special joint committee consisting of two
members of this committee and two members of Committee V of the Signal Section,
AAR, operating as American Standards Association Subcommittee l-ASA-Y-32.1.
In addition, ASA Subcommittee 1 made revisions in American Standard Graphical
Symbols for Railroad Use, ASA Z32.2S, coordinating all revisions with those made in
AREA Graphical Symbols. Revisions were submitted to Allen F. Pomeroy, chairman,
Y-32 Advisory Group, ASA, on September 20, 1954, for review of his group, and all
other committees of ASA. This may take a year, but since any further revision may affect
the AREA symbols under study it is recommended that revision of Figs. 1 to 8, incl.,
pages 11-4-11 to 11-4-18, incl., be deferred until final approval of ASA.
Report on Assignment 2
Bibliography on Subjects Pertaining to Records and Accounts
A. H. Meyers (chairman, subcommittee), M. M. Gerber, C. E. Lex, Jr., O. M. Miles,
B. H. Moore, F. H. Neely, E. J. Rockefeller, J. E. Scharper, H. C. Wertenberger,
W. C. Wieters, L. Wolf.
This report is submitted as information.
Your committee presents the following bibliography of subjects pertaining to railroad
records and accounts for the period September 1953 to September 1954.
Depreciation
1. A British View of Depreciation Allowance — What Others Think. Public Utilities
Fortnightly, Vol. LIII, No. 5, March 4, 1954, pp. 314-316.
Records and Accounts 651
The impact of inflation on original cost depreciation has long been the subject of
lively discussion on this side of the Atlantic. A recent debate in the British Parliament
indicates, however, that the problem is of equal interest in Great Britain. The question
was recently debated in the House of Lords in connection with a request that the English
government consider measures which would allow British ship owners to set aside ade-
quate reserves to meet replacement costs. The discussion that followed contained some
interesting comments on the whole question of original cost depreciation.
2. Re Treatment of Federal Income Taxes as Affected by Accelerated Amortization,
Federal Power Commission, Opinion No. 264, Docket No. R-126, December 4, 1953.
Public Utihties Fortnightly, Vol. LIII, No. 7, April 1, 1954, pp. 41-54.
Proceeding to consider rules respecting the treatment of federal income taxes for
rate making where a fast tax write-off is permitted by the Internal Revenue Bureau ;
rules adopted.
3. Depreciation in Relation to Inflation, comments by Bowen Ely, financial editor
of Public Utilities Fortnightly on an address by Finance Vice President F. Warren Brooks
of the Cleveland Electric Illuminating Company, before the New York Society of Security
Analysts on the topic "Economic Depreciation." Public Utilities Fortnightly, Vol. LIII,
No. 9, April 29, 1954. pp. 556-550.
Mr. Ely points out in his comments that to some extent this follows the lines of
Mr. Brooks' article "Needed Reform for Utility Tax Depreciation" in the Public Utilities
Fortnightly of September 24, 1053. However, some new points were brought out, both
in the talk and in the ensuing discussion, which may be of interest. He makes the point
that unless the depreciation accruals and reserves are adjusted to meet higher plant
replacement costs, net earnings are overstated and dividend pay out ratios are incorrect.
4. New Write-off Rules Will Force New Decisions. Business Week, March 13, 1954,
pp. 96-98.
New tax rules to speed up the rate of capital spending write-offs seem almost cer-
tain to be passed by Congress this year. The changes are part of the omnibus tax revision
put together by the House Ways and Means Committee (B.W., February 13, 1954, p.
136).
Essentially the proposal on depreciation of capital assets does two important things:
it gives management the chance to recover the money it spends for plant and equipment
much faster than has been the case in the last 20 years. For the first time in years top
management — rather than government — would be able to make some of its own decisions
on business depreciation policy for tax purposes. Up to now the Treasury Department
has called the tune on methods and rates. The new bill allows much more flexibility.
The article points out how your company might have fared in the postwar boom
if the proposed depreciation rules had been in effect.
5. Depreciation Reform. Steel, Vol. 133, No. 18, November 2, 1953, pp. 79-86.
The United States is hesitant about reform because it has a bear by the tail and
does not know how to let go. The problem results because the current tax depreciation
laws and rules are forcing industry to underdepreciate to the tune of about $6 billion
a year according to estimates by Machinery and Allied Products Institute. The sum is
being called "profit" by industry and taxes are being paid on it at the rate of at leas*
52 percent — probably more because of the excess profits levy. While government and
industry men agree that reform would eventually probably increase revenue, they also
agree that a liberalization — no matter how worked — would mean a marked decrease in
tax receipts in the early years, even though the decrease would be made up by increased
revenues later. The problem is how to weather those early years.
652 Records and Accounts
6. Let's Scrap our Current Depreciation Regulations, by Roger F. Waindle, presi-
dent, American Society of Tool Engineers. Mill & Factory. Vol. 53. No. 6, December
1953, pp. 77-80.
We need an entirely new concept in our taxing policy on machine depreciation. For
instance:
Just where do you draw the line between capital equipment and consumption
tooling ?
Which machines should be charged against capital and which against operating
costs ?
Who is the best judge of a tool's obsolescence?
Why is it frequently more economical to pay more for faxing up an old clunker
than it is to buy a new and better machine?
7. Realistic Depreciation Policy. Book by George Terborgh.
Some years ago the Machinery & Allied Products Institute published a major con-
tribution to the theory and practice of equipment policy. This work, Dynamic Equip-
ment Policy, and its sequels, MAPI Replacement Manual and Company Procedural
Manual on Equipment Analysis, have already had a profound impact on the thinking
and practice of management and their influence continues to grow.
While the interest of the Institute in the related subject of depreciation policy goes
back to its founding, and while it has published over the intervening years an extensive
series of bulletins, pamphlets, and statements to Congressional committees on various
aspects of the subject, it has not produced in this field heretofore a study comparable to
Dynamic Equipment Policy. The present volume fills this gap. It is intended to be and
is a worthy companion to the earlier work.
8. Taxes and Depreciation Policy, by R. C. Staebner. American Gas Association, 35,
November 1953, pp. 27-28.
9. The Future of Lease Financing Under New Depreciation Rules, by Albert H.
Cohen, CPA, Ph.D., staff assistant to the American Institute of Accountants' Federal
Taxation Committee. The Journal of Accountancy, Vol. 98, No. 2, August 1954, pp. 189-
196.
The advantages of long-term leasing over owning certain types of property will be
vitally affected by the more liberal depreciation policy in the new internal revenue code.
This article is a discussion by Mr. Cohen of the effect this liberalization will have
on the practice of long-term leasing and also the effect upon tax payers who entered into
long-term lease contracts over the past few years in anticipation that there would be no
change in tax depreciation policy.
10. How Significant Is a Computed Depreciation Reserve? by George T. Logan.
Edison Electric Institute Bulletin, May 1954, pp. 163-166.
11. Conventional Depreciation Allowances versus Replacement Cost, by Robert
Esiner, Controller, November 1953, pp. 513-514.
12. Another Look at Depreciation Allowances, by R. K. Mautz. Controller, January
1954, pp. 24-25 and 28.
13. Present Policy of the Internal Revenue Service on Depreciation Allowance, by
H. E. Smith. NACA Bulletin 35, February 1954, pp. 789-790.
14. What Do Executives Think Depreciation Is? by Robert G. James. NACA Bul-
letin, Sec. 1, May 1954, pp. 1138-1147.
Records and Accounts 653
Rate Base
1. The Rate Ba.-.e Is Here to Stay, by Francis X. Welch, managing editor, Public
Utilities Fortnightly. Address delivered before the Utility Law Section of The American
Bar Association at Boston, Mass., September 24, 1953. Public Utilities Fortnightly, Vol.
LII, Xo. 0, Oct. 22, 1953, pp. 635-641.
This paper is a discussion of a subject which is so fundamental to the law of public
utility regulation — the rate base and its related factors of return and depreciation; also
an attempt to bring forth something new or valuable by way of conclusion or future
outlook. A number of decisions by both courts and commissions are referred to with a
discussion of their reasonableness under the statutory requirement that they must be
just and reasonable.
2. Significant Trends as to Rate Base Depreciation and Rate of Return, by Stuart
F. Rosters, assistant appraisal manager, Stone & Webster Engineering Corporation. Address
delivered before the Utility Law Section of The American Bar Association at Boston,
Mass., September 24, 105,^. Public Utilities Fortnightly, Vol. LH, No. 9, October 22, 1953,
pp. 641-650.
This address opens with a brief discussion of the "end result" principle which was
adopted by the U. S. Supreme Court in the Hope Natural Gas Company decision. In his
opinion the end result approach does not stand up as the conclusions stand unsupported
by test.
The main part of Mr. Rosters' address covered the consideration of the three indi-
vidual subjects which were assigned for discussion. The first consideration was the very
important rate base. The second subject was the rate of return. Depreciation was the
third and final subject for consideration. Mr. Kosters limited himself to an engineering
discussion of the topics and did not indulge in legal interpretations of court or com-
mission decisions.
3. Recent Significant Trends in Public Utility Rate Determination, by D. F. Houlihan,
partner. Price Waterhouse & Company. Address delivered before the Utility Law Section
of The American Bar Association at Boston, Mass., September 24, 1Q53. Public Utilities
Fortnightly, Vol. LII, No. 9, October 22, 1953, pp. 650-660.
In his opening remarks Mr. Houlihan stresses that it is appropriate that some of the
controversial factors of utility rate making be discussed from the viewpoint of several
professions whose special talents are required for the attainment of equitable results. This
opportunity to learn the feelings of the other fellow should help us all to coordinate our
thinking since we share a common objective: the attainment of a fair balance among
consumer, management and investor interests. Nothing is more in order than a coordi-
nated approach at this time since we could be at a turning point in regulatory philosophy:
the beginning of the end of a painful era of slavish adherence to the original cost account-
ing concept. Recent court decisions in Illinois, Maryland and Maine, and other events,
are indicative of a trend toward the reintroduction of the judgement factor in rate
determination.
4. U. S. Supreme Court Decisions Affecting Public Utility Depreciation, by Sidney
Davidson, Ph.D., CPA, associate professor of accounting. The Johns Hopkins University.
The Journal of Accountancy, Vol. 96, No. 3, September 1953, pp. 331-335.
Analysis of Supreme Court decisions takes 'a little wind out of the sails of the original
cost devotees, for reading the language of these decisions shows that original cost, as such,
does not really have the force of gospel. This article considers these decisions, and sug- -
gests some alternative methods of depreciation which conceivably could comply with
654 Records and Accou n t s
court dicta and at the same time provide a little flexibility for combating the effect as it
is reflected in the accounts.
5. Practicalities in Rate Making Today, by Justin R. Whiting, chairman of the board,
Consumers Power Company. Public Utilities Fortnightly, \'ol. LIII, No. 7, April 1, 1954,
pp. 399-412.
This is an analysis of the rate-making situation as it has developed in up-to-date
regulatory practice. It contains a background and a summary which point to the basic
problem of modern rate regulation — keeping abreast of cost changes.
6. Revaluation of Fixed Assets, by J. Fred Weston, associate professor, University
of California at Los Angeles. The Accounting Review, Vol. XXVIII, No. 4, October 1953,
pp. 482-490.
The magnitude of the war and postwar changes in the general price level has aggra-
vated difficulties of accurate and unambiguous income measurement. Wide attention has
been given to the extent to which recognition should be given to changed prices of assets
in the determination of a base for calculation of depreciation charges. Various methods
and the difficulties involved are discussed by Mr. Weston in paper.
7. Cost: Is It a Binding Principle or Just a Means to an End? by Samuel J. Broad.
The Journal of Accountancy, Vol. 97, No. 5, May 1954, pp. 582-586.
Although cost usually provides the best basis for implementing the realization con-
cept in measuring income, departures from it may be needed for balance sheet purposes.
Examples are cited to indicate in a general way that income is a concept, not something
absolute, but in part at least a matter of definition or convention.
8. American Industry Is Being Taxed Into Obsolescence, by T. Berna, general man-
ager, National Machine Tool Builders' Association. Mill & Factory, Vol. S3, No. 4, October
1953, pp. 77-82.
This paper states in part: "What the Internal Revenue Department is doing to
American industry shouldn't happen to our worst enemies. By the implementation of
TD-4422 and Bulletin "F", industry is practically being forced to keep and use its old
obsolete tools. It can only modernize at a terrific loss and expense. These regulations
should be changed right now so that industry will have an incentive and can afford to
keep its plant modern."
9. Opponent of Replacement Cost Depreciation Cites Dangers, by Maurice J. Kluger,
C.P.A. The Journal of Accountancy, Vol. 97, No. 3, March 1954, pp. 279-280.
In accordance with current principles, Mr. Kluger presents an alternate between
"cost absorption" depreciation and "replacement cost" depreciation. As he states it:
"Net profit is gross income minus cost ; proponents of replacement cost depreciation wish
to amend that to gross income minus costs minus additional replacement costs."
10. Replacement-Cost Depreciation — Realistic Concept of Cost Needed, by Ernest H.
Weinwurm, associate professor, Industrial Engineering, Stevens Institute of Technology,
letter. The Journal of Accountancy, Vol. Q7, No. 6, June 1^54, p. 668.
This letter is a discussion of a letter by Maurice J. Kluger shown in the March
issue of The Journal of Accountancy, p. 279.
Mr. Weinwurm states in part that Mr. Kluger has made a very useful contribution
to the much discussed question of how to determine period costs for the use of fixed
assets in production and business operations in general by stating the problem much
more clearly than is generally done, although the answer may not be the one he advocates.
11. Hope Case and Public Utility Valuation in the States, by Joseph R. Rose, Uni-
versity of Pennsylvania. Columbia Law Review, February 1954, pp. 189-213.
Records and Accounts 655
Professor Rose has made a study of state commission rate case practice since the
Hope Natural Gas decision in 1944. He found that out of 43 states included in his survey,
four use original cost or prudent investment as the rate base, and did so prior to 1944;
nine follow fair value "according to its traditional meaning" ; eight have accepted original
cost as a measure of fair value; and 19 have explicitly changed from fair value to original
cost or prudent investment. And so he concludes that "of all the predictions commonly
made at the time of the (Hope) decision, the one anticipating the decline of reproduction
cost and fair value in rate making has proved most accurate". The validity of Professor
Rose's assumption is somewhat compromised by the fact that his survey does not
apparently reflect some of the more recent highest state court decisions in utility rate
cases. During the past 18 months there has been a half-dozen state court decisions
requiring regulatory commissions to give explicit weight to reproduction or replacement
value.
12. How to Get "Reproduction Cost Now, Less Depreciation", by Author L. Ben-
jamin. NACA Bulletin, Sec. 1, May 1954, pp. 1164-1173.
Changing Price Levels
1. The Impact of Changing Price Levels on Rate Making, address by Arthur H.
Dean, senior partner, Sullivan & Cromwell, before the Section of Public IHility Law
of the American Bar .Association at its annual convention in Boston, Mass., August 25,
1953. Public Utilities Fortnightly, Vol. LH, No. 12, December 3, 1953, pp. 817-836.
Does the Uniform System of Accounts, disregarding the shrinkage in dollar value,
serve to hide the extent to which new capital is being used for replacement rather than
expansion? What is going to happen, however, when the day of reckoning comes, when
the ability of utility companies to attract new capital falls under the cloud of shaky
investor confidence What will then happen to our facilities for producing electric power,
our gas reserves, our telephone system? Will they continue to grow as the demand
requires? What will happen to utility rates? These are serious questions discussed by
this experienced regulatory specialist.
2. What Others Think: Utility Management's Role Under Inflation, by Robert P.
Briggs. executive vice president of Consumers Power Company. Public Utihties Fort-
nightly, Vol. LII, No. 13, December 17, 1053, pp. 934-937.
The reluctance on the part of many regulatory agencies to recognize that the value
of the dollar has changed for keeps is seriously jeopardizing the financial position of
public utilities, is the opinion of Mr. Briggs. He told the Michigan .Accounting Confer-
ence, recently held at the University of Michigan, that he believes a new plateau of price
relationships has been reached as a result of some 10 years of inflation, and that the lower
value of the dollar which has emerged from the period of inflation is permanent.
It is the belief of Mr. Briggs that under non-conversion of dollar practices the true
cost of plant consumed in operations is not matched by the revenues collected from
customers.
3. The Present Price Level Is Here to Stay, by Paul W. McCracken, professor. School
of Business .Administration, University of Michigan. Public LTtihties Fortnightly, Vol.
LIII. No. 2, January 21, 1954, pp. 81-89.
There are economic reasons why our present high price structure cannot deteriorate as
it did in the early Thirties. Built-in high wages and other operating costs and govern-
mental monetary policy can be expected to prevent any substantial price drop approach-
ing a return to prewar levels. Hence this author's belief that distortions and problems
caused by the drop in dollar value since 1940 must be resolved on that basis by utilities
and their regulators.
656 Records and Accounts
4. The Effect of Growth on the Adequacy of Depreciation Allowances, by Felix
Kaufman, instructor, and Alan Gleason, assistant professor, University of Rochester. The
Accounting Review, Vol. XXVIII, No. 4, October 1953, pp. 539-544.
A recent issue of The American Economic Review contains an article challenging
the widely held view that depreciation allowances necessarily fail to cover replacement
costs during a period of rising prices. This view it is argued, ignores the effect of physical
asset expansion. The article demonstrates by mathematical techniques that physical
growth by itself would cause depreciation allowances to exceed replacement costs. It is
possible, therefore, that the effect of rising prices on replacement costs may be completely
off-set by the effect of growth on depreciation allowances.
It is the intention of this article to demonstrate and analyze these propositions through
three arithmetic models and to develop the implications of this analysis.
5. Accounting for Changing Price Levels: Recent British Views, by David Solomons,
B. Com., A.C.A. The Journal of Accountancy, Vol. 97, No. 6, June 1954, pp. 702-707.
A review of the British statements on whether historical cost should be maintained
as the basis of accounting or whether it should be replaced by some form of replacement
value. It has long been recognized in Great Britain, as in the United States, that account-
ing methods based on historical cost, which work well enough when the value of money
is stable, have serious limitations when prices are moving sharply up or down.
6. Impact of Inflation on Public Utilities, a discussion by Frank L. Griffith, vice
president and comptroller. The Peoples Gas Light and Coke Company; W. J. Herrman,
vice president, Southern Cahfornia Gas Company; and Robert E. Ginna, executive vice
president, Rochester Gas & Electric Corporation; statement by Frank L. Griffith. Public
Utilities Fortnightly, Vol. 54, No. 3, August 5, 1954, pp. 119-136.
What should responsible utility executives do about the impact of inflation on the
earnings of their companies? Should they seek a positive correctice measure, even though
it means drastic changes in prevailing regulatory practice? Or should they go along with
the trend in view of the practical difficulties and possible boomerangs which might be
incurred in trying to alter the ground rules? Or is it possible to do anything about it,
even assuming that inflation is here to stay and that existing utility investors, at least,
will suffer through deterioration in the integrity of their investment.
All three viewpoints, in a general way, were most thoughtfully and forcefully
presented in views and arguments of the three executives.
7. Techniques for Obtaining Depreciated Replacement Costs, by C. F. Boake, con-
sulting engineer. Public Utilities Fortnightly, Vol. 54, No. 3, August 5, 1954, pp. 137-145.
Replacement costs of property and their depreciated values have become increasingly
important to utilities in "fair value" states; to all utilities because of the higher price
levels.
This article on the need for obtaining depreciation replacement costs tells us about
the practical ways of demonstrating the expeditious methods for obtaining depreciated
replacement costs of utility property accounts. This is a very useful article covering one
of the most important matters involving regulatory bodies and utility officers, and other
utility rate case parties. At the present time there is an extensive discussion of the deter-
mination of reproduction cost in those jurisdictions where it is a required element of proof
for a rate base.
8. Depreciation Policy Under Changing Price Levels, by Edgar A. Edwards. Account-
ing Review, April 1954, pp. 267-280.
Records and Accounts 657
Fair Value
1. Capital Cost and Fair Return — Part 1, Capital Cost Concept and Rate Regulation,
by J. Rhoads Foster, managing partner, Foster Associates. Public Utilities Fortnightly,
Vol. LIII, No. 5, March 4, 1954, pp. 267-282.
This is an introductory article to a series of three discussions of the controversial
cost-of-capital concept in determining the fair rate of return in fixing utility rates. This
installment shows how cost has different meanings for different purposes — accounting,
engineering, financing, etc. The entire discussion is then related to fundamental purpose
of public utility rate regulation.
2. Capital Cost and Fair Return — Part 2, The Meaning of Competitive Cost and
Competitive Return, by J. Rhoads Foster, managing partner, Foster Associates. Public
Utilities Fortnightly, Vol. LIII, No. 6, March 18, 1954, pp. 340-356.
In the first article in this series the various meanings of cost of capital were noted.
Standards of rate regulation, including the "capital attraction standard", which have
been asserted as guides in the past, were critically surveyed and the basic purpose of
regulation as an alternate to free competition was reviewed. In this installment the author
develops the meaning of competitive costs and competitive return under varying
circumstances.
3. Capital Cost and Fair Return— Part 3, The Past versus Future Prospects in
Testing Reasonable Allowances, by J. Rhoads Foster, managing partner, Foster Asso-
ciates. Public Utilities Fortnightly, Vol. LIII, No. 7, April 1, 1954, pp. 421^33.
The rather extended analysis and review of the guiding principles (Part 1 and
Part 2) provide the basis for identifying the capital cost concept which has validity for
the purpose of utility rate regulation in the present circumstance. The term "competitive
cost of capital" was used to describe this kind of capital cost. In this installment the
author suggests some more specific definitions of capital cost and stresses the importance
of considering future prospects as well as past test periods.
4. Determination and Recording of Property Exhaustion Costs, by Frank L. Griffith,
vice president and comptroller. The Peoples Gas Light and Coke Company. Public Util-
ities Fortnightly, Vol. LIII, No. 6, March 18, 1954, pp. 333-339.
Stating the cost of plant investment which has been exhausted in terms of the current
dollar values has become one of the challenges of present-day public utility regulation,
in the light of continued post-war inflation. For the purpose of this statement here are
taken as postulates the fact of decline in the purchasing power of the monetary unit in
recent years, a matter having common acceptance, and the fact that reductions in the
purchasing power of the monetary unit in which recordings of property cost have been
made in the property accounts from year to year affect the interpretation, determination,
and recording of the costs of consuming or exhausting the service capacity of all of the
property of the business making the record.
5. The Need for Recognizing Fair Value, by Paul Grady, partner, Price Waterhouse
& Co. Public Utilities Fortnightly, Vol. LIII, No. 6, March 18, 1954, pp. 357-365.
There are a number of arguments in favor of a return to a fair value basis for
rate making, but this author takes the position that the main reason is the unfairness
and inadequacy of original cost under economic conditions now prevailing and likely to
prevail for the indefinite future of managed currency.
6. Fair Reward and Just Compensation, Common Carrier Service: Standards Under
the Interstate Commerce Act. Book by Clyde B. Aitchison.
This study was undertaken at the instance and request of the National Traffic Com-
mittee, composed of representatives of the common carriers by motor vehicle throughout
658 Records and Accounts
the United States. While the committee suggested the general scope, and generously
facilitated the progress and completion of the study, it left the development and treatment
of the theme wholly to Mr. Aitchison.
7. The Masks of a Public Utility Commissioner, by The Honorable Leon Schwartz,
chairman, Pennsylvania Public Utility Commissioner. Address before the fifty-ninth
annual meeting of the Pennsylvania Bar Association. Public Utilities Fortnightly, Vol. 54,
No. 4, August 19, 1954, pp. 177-182.
A public utility commissioner must fulfill a number of roles. The typical regulatory
statute requires him to do so. He must protect the utility consumer from exploitation
in the form of excessive rates; on the other hand, he must also protect the consumer
from the consequences of such low rates as to injure the utilities' ability to render
efficient service and to expand plant to take care of future needs.
Regulations
1. Seventy-five Years of Public Utility Regulation in a Competitive Society, by
Ralph M. Besse, executive vice president. The Cleveland Electric Illuminating Company.
Address delivered before the Utility Law Section of the American Bar Association at
Boston, Mass., September 24, 1953. Public Utilities Fortnightly, Vol. LH, No. 8, October
8, 1953, pp. 554-568.
Seventy-five years ago the modern era of public utility regulation was ushered in
by the famous Munn v. Illinois decision of the U. S. Supreme Court. After a brief
review of the political and economic history leading up to it, Mr. Besse examines what
has happened since that decision.
2. Development of the Regulation of Transportation During the Past Seventy-five
Years, by John B. Prizer, general counsel, The Pennsylvania Railroad Company. Address
delivered before the Utility Law Section of the American Bar Association at Boston,
Mass., September 24, 1953. Public Utilities Fortnightly, Vol. LII, No. 9, October 22, 1953,
pp. 605-628.
Mr. Prizer states in part: "Few areas of governmental regulation of business affect
more vitally the general welfare of the United States than does the regulation of trans-
portation. The vast network of railroads, highways, rivers and canals which cover the
face of the country, the airways above it, and the pipelines beneath it — this network is
in a real sense the arterial and venous structure upon which trade and commerce depend.
Because the various agencies of transportation serve the needs of commerce, industry,
agriculture and defense, the manner in which they are regulated, as well as operated,
affects not only the whole economy of the nation, but the daily life of all individuals
who are a part of or who are benefited by the process of production and distribution
of goods and services."
Mr. Prizer continues to discuss in a very able manner how the various steps of
regulation operated and their effect on the transportation problem.
Efficiency of Operation
1. New Horizons for Railroad Engineering. Modern Railroads, Vol. 9, No. 1, January
1954, pp. 127-131.
New machines and their mode of application are bringing about a revolution in
maintaining and improving the railroad fixed plant.
While all of these improvements made in addition to normal maintenance expendi-
tures are being carried out, a real revolution is taking place in the materials and tech-
Records and Accounts 65 Q
niques of railroad track and roadway. It is a revolution that has very great potential
for the future of the industry.
2. New Maintenance of Way Policies Bring Results on The New York Central.
Railway Age, Vol. 136, No. 21, May 24, 1954, pp. 31-34 and 39.
Extensive revisions in organization and practices emphasizes programming, mechaniza
tion, and cycle method of conducting maintenance work.
Briefly, these objectives are to bring property-maintenance activities under a system
of scientific control to the end that available funds will be expended for programmed
work rather than being frittered away to a considerable extent in making repairs to weak
spots. The new policies have succeeded admirably in saving time and money.
3. Greater Maintenance-of-Way Efficiency — How It Has Been Accomplished, by
S. R. Hursh, chief engineer, The Pennsylvania Railroad. Railway Track and Structures,
Vol. SO, No. 2, February 1954, pp. 45-47.
Advent of the five-day week and other developments have forced maintenance-of-
way departments to devise and put into effect many measures for increasing the produc-
tivity of their forces. In this article, which is based on an address presented before a
recent meeting of the New England Railroad Club, Mr. Hursh tells of the progress
made' and how it was achieved.
4. Planning and Control Through Budgeting, by Frank L. Esposito. NACA Bulletin.
Sec. 1, March 1954, pp. 829-841.
Miscellaneous
1. Why Keep So Many Records? by Arthur Barcan, vice president, and R. A.
Schiff, executive director, National Records Management Council. Railway Age, Vol. 136,
No. 21, May 24, 1954, pp. 29-30.
The article states in part: "About 50 percent of all filed papers can be destroyed —
half of the rest can be moved from offices to readily available but less costly space. Most
companies in the United States are wasting 65 cents out of every dollar spent for record
keeping. The cost for filing equipment alone is well over $140 million. With the volume
of paperwork still rising, the files in all the cabinets are now enough to fill about 34,700
40-ft box cars."
Studies have proven that valuable space may be reclaimed by condensing existing
records and eliminating excessive duplication.
2. Joint Equipment Committee (Report on) Cost of Railroad Equipment and
Machinery, July 1, 1954. Association of American Railroads, Finance, Accounting, Taxa-
tion and Valuation Department, Transportation Building, Washington 6, D. C.
Brings up to date (through 1953) the report on historical costs of locomotives, freight
cars and passenger cars, and average relationship costs on various types of equipment
and machinery.
3. Railroad Construction Indices, 1914-1953. Com.piled by the Engineering Section
of the Bureau of Accounts, Cost Finding and Valuation of the Interstate Commerce
Commission, Washington, D. C. August 1, 1954.
These indices summarize and record the result of studies made by the engineering
section of the Bureau of Accounts, Cost Finding and Valuation over a period of years.
They have not been examined or passed on by the Interstate Commerce Commission.
Court Decisions
1. New Mexico State Corporation Commission v. Mountain States Telephone &
Telegraph Company. No. 5680-NM-270 P2D 685, May 8, 1954; rehearing denied June 7,
1954.
660 Records and Accounts
Petition by commission for court enforcement of order directing telephone company
to withdraw filed rate increase; petition granted. Public Utilities Fortnightly, Vol. 54,
No. 4, August 19, 1954, pp. 33-35.
The New Me.xico Supreme Court holds that it has jurisdiction to determine the
reasonableness of an order directing the withdrawal of a proposed telephone rate increase
where the company has refused to comply with that order.
The basing of valuation for rate-making purposes during an inflationary period
primarily upon reproduction cost, new figures and an estimated period in the future,
as distinguished from the latest available actual figures, was considered unsound by the
New Mexico Supreme Court.
2. Georgia Public Service Commission Re Atlanta Transit System, Inc. File No.
19568, Docket No. 648 U, May 12, 1954.
Application by transit company for authority to issue securities and evidences of
debt; approved.^Public Utilities Fortnightly, Vol. 54, No. 4, August 19, 1954, pp. 59-64.
The Georgia Commission, in authorizing a transit company to issue securities and
evidences of debt, required that dividends be limited to actual earnings after provision
for depreciation on a cost basis and for tax liabilities.
Report on Assignment 3
Office and Drafting Practices
W. M. Ludolph (chairman, subcommittee), B. Elkind, D. E. Field, W. A. Krauska, A. H.
Meyers, L. A. Pelton, A. T. Powell, H. B. Sampson, R. L. Samuell, J. H. Schoonover,
H. A. Shinkle, J. R. Traylor, W. C. Wieters.
This is a progress report, submitted as information.
Your committee has, from time to time, reported on new materials, methods and
processes to aid or improve office and drafting practices.
Since its last report, only one material— an improved tracing cloth — has come to its
attention.
It is claimed that the transparency of this tracing cloth is 25 percent greater than
the regular tracing cloth. Also, it is said to be waterproof and flexible, as well as having
better erasing qualities.
Mr. Ludolph of this committee is serving as the Association of American Railroad's
representative on American Standards Association Committee Y-14, in connection with
the preparation of the American Drafting Standards Manual and is collaborating with
other Divisions and Sections of the AAR in this connection.
During the current year the following sections of the proposed American Drafting
Standards Manual were approved by the AAR representative for ASA Committee Y-14
for submission to members of the ASA for final approval and publication.
Section 6 — Screw Threads, dated June, 1954.
Section 7 — Gears, Splines and Servations, dated May, 1954.
Section 11 — Plastics, dated June, 1954.
W. A. Krauska and W. M. Ludolph, together with two representatives — F. Young-
werth and E. B. Piatt — of the Signal Section of the AAR, are serving as a Task Group
of American Standards Association Committee Y32, which has been assigned to revise
American Standard Z32.2.5, "Graphical Symbols for Railroad Use".
The work of this Task Group has been completed and the revised draft of the
Standard submitted to ASA Committee Y-32.
Records and Accounts 661
Report on Assignment 4
Use of Statistics in Railway Engineering
W. M. Hager (chairman, subcommittee), H. T. Bradley, V. R. Copp, S. Danby, V. H.
Doyle, B. Elkind, M. Friedman, C. C. Haire, L. W. Howard, C Jacoby, B. H.
Moore, J. K. Morrissey, C. F. Olson, W. C. Pauli, M. G. Pettis, A. T. Powell, H. L.
Restall, E. J. Rockefeller, H. B. Sampson, J. E. Scharper, R. W. Scott, H. C.
Wertenberger, J. L. Willcox.
(b) Standard Costs Developed by Statistical Methods
This is a progress report, presented as information.
Development of Time Study Data for
Application to Track Maintenance Work
Since your committee first reported on this subject in 1952, which report appeared
in the Proceedings, \o]. 53, 1952, beginning on page 494, its interest has been directed
toward the development of a simphfied method of recording time study information of
individual work operations. The need for development of a new method became apparent
because the methods first employed required too long a time to obtain sufficient data and
was costly, not only from the angle of time consumption, but the high money costs
as well.
Methods of Obtaining Data
Data obtained from the daily report of a section foreman or supervisor which shows
the number of men worked, the number of work units completed, and the total time
worked provide good cost information, but is not informative to the extent needed to
determine which of any single work operation may be causing the entire work organiza-
tion to produce less than the optimum rate. Such reports do not furnish information
to determine whether or not individual units within the work organization are properly
organized, but they are useful to determine and compare individual machine use and
productivity with other similar machines.
A daily report which lists individual work operations, the number of men working
on each operation, and the hours worked on each operation, has been used. It also is
made by the foreman and will indicate delays to the individual operations if properly
kept. This type of report was found to be unsuccessful because the section foreman, in
many cases, did not have the time to collect the data in the field, and delayed making
it until the day's work was done, trusting to memory. This daily report did not supply
data in sufficient volume, because one day's report produced only one sampling, it was
costly to administer, and the results showed great variations, probably due to inaccurate
reporting.
It became apparent, therefore, that it was necessary to develop a simplified, more
accurate method of measuring the optimum productive rates of machines and individual
work operations. After a trial of various methods it was found that the productive results
of each separate work operation could be determined most easily by relating them to a
basic production unit, such as the standard 39-ft rail length. A form was designed to
record the time of start of the machine or individual work unit over a rail length and
time of start over each subsequent rail length. A stop watch is used to record the times
posted, and delays occurring to the work are noted so they can be eliminated. The form
was designed to record approximately 50 rail length units, and when the desired number
662
Records and Accounts
FORM FOR RECORDING TIME STUDY DATA
Morth
Wt. of Rail Installed
Location Mile X 68
132
Relieved
Track N.B.M,
112
Supervisor
Doe
Weather Clear 90° Date
Work Operation Spike Puller SP 4
June 2. 1953 Recorded By R. Roe
RaU
Lengths
Time Start
on Rail
Lengths
Time Spent on
Rail Lengths
Men on
Operation
2 Machines Worked
Remarks
Work 1 rail and skic a rail
0
0
3
1
2:43
2
5:23
3
7:41
U
10:51
Engine stalled - 40"
5
13:21
6
16:26
Engine stalled - 38"
7
18:59
8
21:06
9
23:06
10
24:56
11
27:11
12
29:26
13
31:29
U
33:39
15
36:06
Water boy - 20"
16
38:49
Engine stalled - 30"
17
40:39
18
42:44
19
44:34
20
48:37
Gasoline - 85"
21
51:27
22
53:02
23
55:27
Engine stalled - 21"
24
57:07
25
58:49
26
61:04
27
62:39
28
64:23
29
68:56
Waiting on lead machine 2' 30"
30
70:36
31
72:26
32
74:U
33
75:56
34
77:36
35
79-: 17
36
81:02
37
82:42
38
84:37
Wait on Lead Machine 13"
39
86:19
Wait on Lead Machine 7"
40
89:06
Wait on Lead Machine l'-04"
41
90:34
42
92:12
43
93:52
44
95:27
45
46
95:27 - Delay = 95:27 - 7:48 = 87:39 * 44 = 2 minutes /rail length
PRODUCTIVE RATE 30:0 rails/hour
Records and Accounts 663
of calculations was obtained the total time worked, less delays, divided by the total
number of rail lengths worked, produced an average rate of production for the machine
or work unit. A speed up of data collection is possible through the use of this method.
For example, in studying the use of a tamping machine one can obtain a quantity of
data in 1 day which formerly might have taken 50 daily reports. In cases where a machine
moves rapidly through a rail length unit, it is sometimes possible to produce a sufficient
quantity of data in 30 min to 1 hr.
Use of the Data
When the machine productive rate is established, other operations supporting the
tamping machine are also time studied individually, and their productive rates and man-
power requirement determined. The information can then be put together in numerous
combinations for determination of various, or the best, gang organizations.
The same time study method has been used in the study and development of rail
laying organizations, and it has been found that one man can ordinarily collect the
needed data on the individual operations in two days. Once a rate of production is
established for each machine operation and hand operation in the gang, the individual
units are grouped in a gang organization to produce the result desired- — a gang organized
so that all units will pull as closely as possible equal weight toward the desired result.
The ultimate organization of a rail laying gang is dependent either on (1) the num-
ber and type of machines available for use, and (2) the amount of labor available for use.
The individual operations, both machine and hand, are tabulated and can be fitted
together in various manners to produce different gang organizations. If neither of the
factors stated above are controlling in the determination of the final gang organization,
a gang can be organized for production of a maximum number of rails to be installed
per hour, or a gang can be developed to produce the highest productive rate of rails
laid per hour at minimum cost per rail.
After development of an organization based on individual unit studies, it is usually
necessary to re-study the individual operations to determine productive rate changes
which may have occurred because of the removal of delays caused by maldistribution
of workmen, machines, etc., which were incapable of detection in the initial study.
Individual machines which perform skip-rail operations, such as spike pullers and
spike drivers, develop different rates of production depending on the number of machines
in use, which determines the number of rails skipped over during work. This is due to
the additional unproductive walking time from the end point of the rail completed to the
start of the next rail length to be worked. Therefore, in the determination of the produc-
tive rates of machines used in skip-rail operations it is usually necessary to develop the
productive rate for one, two, three, or any number of machines the carrier may use.
(c) Budgetary Procedures
This is a progress report, submitted as information.
The study of this subject has been continued. A great deal of information has been
collected, sorted and studied. The initial draft of a report on budgetary procedures, which
will embrace the better practices and methods in use, is being prepared for the first
critical review and study by the full committee.
The final report on this assignment should be ready for submission to the Association
at the 1956 annual meeting.
664 Records and Accounts
Report on Assignment 5
Construction Reports and Property Records
W. S. Gates, Jr. (chairman, subcommittee), R. B. Aldridge, F. B. Baldwin, V. R. Copp,
V. H. Doyle, B. Elkind, B. Firestone, M. Friedman, W. A. Krauska, C. E. Lex, Jr.,
M. F. Mannion, C. B. Martin, O. M. Miles, F. H. Neely, J. H. O'Brien, L. A. Pelton,
D. E. Pergrin, W. F. Sanders, R. W. Scott, H. A. Shinkle, J. N. Smeaton, J. B.
Styles, J. L. Willcox, L. Wolf.
Possible Use of Tabulating Machines in Engineering
Department Procedures
This is a progress report, submitted as information.
The committee is continuing the study it has been making on the preparation of the
annual valuation return to the Interstate Commerce Commission through the use of
tabulating machine punched cards.
No particular difficulties are reported in the system being experimented with on
the Big 4 Division of the New York Central. This year they plan to develop a set of
time or man-hour reports so that labor savings, if any, may be shown.
The committee will make a study of tabulating machine methods of producing
equipment property records and, if possible, will develop a recommended procedure for
such work. We have started to gather the basic data for this study.
Report on Assignment 6
Valuation and Depreciation
(a) Current Developments in Connection with Regulatory
Bodies and Courts
H. T. Bradley (chairman, subcommittee), R. B. Aldridge, S. H. Barnhart, M. A. Bryant,
P. D. Coons, Spencer Danby, V. H. Doyle, W. S. Gates, Jr., M. M. Gerber, W. A.
Godfrey, L. W. Howard, C. Jacoby, E. M. Killough, C. B. Martin, J. B. Mitchell,
B. H. Moore, C. F. Olson, W. C. PauU, H. L. Restall, J. H. Roach, E. J. Rockefeller,
W. F. Sanders, J. B. Styles.
This is a progress report, presented as information
Regulatory Bodies
On December 11, 1953, the Interstate Commerce Commission issued a press release
announcing the consoHdation of the Bureau of Valuation with its Bureau of Accounts
and Cost Finding, effective January 1, 1954. This merger was in line with the reorganiza-
tion plans of the Interstate Commerce Commission. Hereafter, the name of the Bureau
will be Bureau of Accounts, Cost Finding and Valuation. Thus, after 40 years as a self-
contained bureau of the Commission, the BureaU:*)f Valuation becomes a part of another
bureau of the Commission.
The Interstate Commerce Commission's allocation of its appropriation for the
valuation activities of the Bureau of Accounts, Cost Finding and Valuation for the year
beginning July 1, 1954, contains approximately $470,838, of which $100,000, was available
for pipehne work. This was a slight increase over the previous year. However, as the
roster of the Commission's employees was frozen as of May 1, this will not permit the
expansion of its forces. The backlog of valuation work mentioned in the 65th, 66th and
Records and Accounts 665
67th annual reports of the Commission will remain and it will be difficult to carry out
properly the Bureau's valuation program as contemplated under the Valuation Act.
During the year the valuation forces of the Bureau were engaged principally in rail-
road and pipeline work, preparing many tentative and iinal valuations on an annual
basis for all pipehne companies subject to their jurisdiction.
During 1953, Class I carriers charged Account 459, Valuation Expenses, an amount
of $763,222, contrasted with $764,539 for the year ending 1052.
As of October 1, 1954, the Class I carriers were practically on a current basis in the
filing of 5SS returns with the Bureau, with the following exceptions: 1 carrier not filing
for the year 1949, 1 for 1950, S for 1951, and 11 for 1952. Of the returns due December
31, 1954, 16 carriers have filed. The Valuation Order No. 3 Section of the Bureau is now
90 percent current in its field check of these returns.* The 588 returns enable the Bureau
to carry into its continuous inventories and records the changes in property and their
costs subsequent to the original valuation.
The Engineering Section of the Bureau, having completed revised inventories for
practically all carriers through the year 1932, is engaged in bringing its inventories forward
to later dates and, as of October 1, 1954, was approximately 81 percent* current (long
form method). The work of the Order No. 3 Section in bringing summaries of original
cost, other than land, is 94 percent* current ; the summaries of original cost of land
is 39 percent* current. The Land Section has completed 74 percent* of its work of adding
additions and betterments to the latest appraisals which, except in a few cases, was as of
1945 or earlier.
As we have previously reported, in measuring the progress made during the year,
or even for the past five years, on the railroad valuation work, it will be noted that the
Bureau is not able to maintain a status quo in its program, and it will be impossible
for the Bureau to keep abreast of its valuation work load or to make up arrears unless
its personnel is increased. On October 1 the valuation forces of the Bureau totaled 62
employees, of which 22 were in the Engineering Section, 26 in the order No. 3 Section
(16 office and 10 field), and 14 in the Land Section (9 office and 5 field).
Elements of Value as of January 1, 1952
The Bureau of Accounts. Cost Finding and Valuation prepared its estimates for the
Class I carriers covering the standard elements of value as of January 1, 1953, and
released them March 1, 1954.
Filing of Returns on B.V. Form 588
On April 26, 1954, the Interstate Commerce Commission issued a notice stating
that effective with the reports for the year 1953, all railroads, excepting Class I and
those affiliated with the Class I railroads, would be relieved of the filing of annual reports
on B.V. Form 588 until further notice. Returns on this form show the units of property
added and retired, together with their costs. However, this did not relieve these carriers
from keeping the underlying records from which these returns were prepared.
Report of Committee on Valuation, National Association
of Railroad and Utilities Commissioners
In November 1954 the Committee on Valuation of the NARUC issued a report
supplementing the one of September 1953, described by your committee in its report
for 1954. The NARUC report consists of 11 pages of text, with three appendices, totahng
* Based on 8,940,000 mile-years from basic valuation dates through 1953.
666 Records and Accounts
18 pages. Copies may be secured from the Office of the Secretary, NARUC, 7418 Post
Office Building, Washington, D. C, at SO cents per copy.
In line with its previous policy the report states that its intent is to bring the record
up to date without taking any position in controversial matters. It also reiterates its
statement that the Supreme Court's decision in the Hope Gas Case, while allowing com-
missions great latitude in fixing rates, does not lift all constitutional restraints and has
not adopted original cost as the rate base for the test of confiscation.
With respect to the rate base the report points out that 10 states are currently giving
some recognition to fair value; these being Arizona, Delaware, Illinois, Indiana, Maine,
Maryland, Montana, New Mexico, Ohio, and Pennsylvania.
The report reviews various methods for determining a rate base valuation. One of
the objections to finding cost of reproduction new and cost of reproduction less deprecia-
tion is the time and expense involved in such procedures. An alternate plan described is
the calculation of trended original cost by applying appropriate index numbers. Under
this method the investment is broken down by years of placement and index numbers
are used to trend original cost up to current levels. One objection to the plan is the
difficulty of developing accurate index numbers.
Another method advocated is described as original cost adjusted for changes in the
value of the dollar. The investment is broken down by year of placement and the seg-
ments are then expressed in terms of current dollars by an index that measures changes
in the value of the dollar, such as the BLS Consumer Price Index, or the Wholesale Price
Index. An objection of this method is that general price indices are not representative of
changes in material and labor prices affecting plant cost.
The report also deals with the subject of depreciation and other factors which may
affect the rate base. It points out that the leveling off of prices in the last 20 months or so
has not materially diminished the regulatory or rate making problems brought about by
the imbedded inflation.
Appendix I reviews important decisions made by regulatory bodies and courts affect-
ing valuation for rate making purposes. Appendix II consists of quotations from testimony
from expert witnesses on rate of return. Appendix III is quotations on depreciation from
1953 annual reports of non-regulated industrial companies.
The report is well written and contains much valuable information.
Cost of Driving Poles and Ties
The Internal Revenue Service recently issued a ruling (Revenue Ruling 54-356;
IRE 1954-34) that the cost of driving poles in the roadbed of railways to correct the
effect of water pockets and mud heaves, as well as grouting expenditures, is now deduc-
tible as an operating expense for income tax purposes. Prior to this time the Internal
Revenue Service did not agree with rules of the Interstate Commerce Commission on
pole driving. This ruling also provides that amounts capitalized in prior years may be
amortized through deducting from income until recovered. See also Kansas City Southern
Railway Co. v. United States 112F, Supp. 164 mentioned in the 1954 report of this
committee.
Court Decisions
In the Akron, Canton & Youngstown Railroad case, decided June 25, 1954 (22 TC
No. 85), the Tax Court of the United States held that this company was not required
to reduce its basis for roadway property by a 30 percent reserve for depreciation accrued
during the period when the taxpayer's predecessors were using the retirement method of
Records and Accounts 667
accounting, and that the taxpayer is entitled to deduct depreciation on such property in
such annual amounts as will permit the recovery of 100 percent of the cost over the
remaining life of the property. This particular taxpayer was a newly organized corpora-
tion as of February 1, 1944, when it acquired the properties of two predecessors.
The case also involves the question of whether the basis of so-called nondepreciable
property retired during the taxable years must be reduced for the purpose of computing
the retirement deductions, by depreciation sustained prior to March 1, 1913. Following
the Boston & Maine and other precedents, the Tax Court held that no such adjustment
should be made.
Report on Assignment 6 (c)
Development of Depreciation Data
Important changes in existing tax law in regard to depreciation were made when
the 83rd Congress approved Section 167. Depreciation, of the Internal Revenue Code of
1954, Public Law 591, on August 16, 1954. It offers two additional options as to method
of computing depreciation accruals and rates for installations subsequent to December
31, 1953:
(a) Declining balance method (limited to twice the straight-line rate).
(b) Sum of the years-digits method.
Both of these options will "liberalize'' the law in enabling higher annual accruals
in the early part of the service life of depreciable property. While there is much merit
in these methods, their adoption should be undertaken only after careful investigation,
not only as to their effect on future installations, but also as to the resulting effect on
depreciation rates for existing assets which will be placed in the category of frozen or
static property.
Report on Assignment 7
Revisions and Interpretations of ICC Accounting Classifications
M. Friedman (chairman, subcommittee), S. H. Barnhart, B. Firestone, W. S. Gates, Jr.,
W. A. Godfrey, W. M. Hager, C. B. Martin, B. H. Moore, J. H. O'Brien, M. G.
Pettis, J. H. Roach. H. B. Sampson, J. R. Traylor, J. L. Willcox.
This is a progress report, presented for information only.
Your committee has made several progress reports relative to the status of ICC
Subject 439 "Units of Property and Other Related Matters". This subject was originally
submitted to the Accounting Division of the Association of American Railroads by the
Bureau of Accounts and Cost Finding of the ICC on July 31, 1951. It proposed certain
revisions of the instructions relating to the accounting classifications and also prescribed
a list of units for the depreciable road and equipment accounts, the cost of which should
be written out of the investment accounts when such units are retired and replaced.
The Accounting Division recognized the importance of the subject as an engineering as
well as an accounting matter and appointed a working committee consisting of engineers
and accountants to study the subject and recommend changes in the ICC proposals
that would eliminate the objectionable features and be acceptable to the railroads. The
four engineers appointed to the working committee are members of the AREA and its
Committee 11.
6b8 Records and Accounts
The working committee and the subcommittee of the AAR Accounting Division
held several meetings among themselves and conferences with representatives of the ICC
Bureau of Accounts, Cost Finding and Valuation, at which various differences between
the original ICC proposals and the railroad recommendations were discussed. The mem-
bership of Committee 11 was currently advised at all of its meetings of progress made
in these conferences, and the reports of Committee 11 to this Association during the
period of the negotiations also referred to the developments in the matter.
As a result of the conferences, the ICC Bureau of Accounts, Cost Finding and Valua-
tion submitted a revised proposal dated May 20, 1954, which is considered satisfactory
to the railroad representatives. Committee 11 was advised of this development, and after
discussion of the revised proposal the committee adopted a resolution approving the
actions of the working committee and so advised the AREA Board of Direction.
The revised proposal modifies the Uniform System of Accounts as follows:
(a) Prescribes a list of accounting units to designate those items of property in
the depreciable road and equipment accounts, the cost of which shall be
written out of the property accounts when the property is retired and replaced.
(b) Adds instructions for the accounting to be followed relating to "changes in
line of road" and "relocations of yard tracks".
(c) Adds a "major renewal rule" applicable to roadway facilities and equipment,
and instructions for the accounting relative thereto.
We are advised that the proposal, dated May 20, 1954, was circulated among the
members of the AAR General Committee of the Accounting Division and that it was
approved by a majority of that committee.
The ICC issued a notice to all railroad companies, dated October 12, 1954, advising
that its Division 1 had approved the modifications to the accounting procedure outlined
above. The changes in the accounting rules and the list of units attached to the notice
are identical with those in the proposal dated May 20, 1954. The notice requires that
any objections to the modifications must be filed on or before Nov. 22, 1954, and that
unless otherwise decided after consideration of objections so filed, an order will be entered
making the modificatiqns effective Jan. 1, 1955.
No changes in the Uniform System of Accounts, or of its interpretations that are
of interest to engineers, have been made since the last report of your committee.
Report on Assignment 8
Simplification of Records to Determine Original Costs of Tracks
To Be Used in Their Retirements From the
Investment Account
L. W. Howard (chairman, subcommittee), R. B. Aldridge, S. Danbv, V. H. Doyle,
B. Firestone, W. S. Gates, Jr., M. M. Gerber, W. A. Godfrey, C. E. Lex, Jr., C. B.
Martin, J. K. Morrissey, F. H. Neely, J. H. O'Brien, C. F. Olson, W. C. Pauli,
D. E. Pergrin, E. J. Rockefeller, H. B. Sampson, J. B. Styles, L. Wolf.
During the years subsequent to the federal inventory, the basic valuation records
of the average carrier have grown to number many thousands. This poses a problem in
determining the ledger value of tracks or parts of tracks for retirement purposes, because
carriers who do not maintain or have not maintained some systematic procedure for
recording property changes in tracks over the years, must depend on an index of the
Records and Accounts 660
various Authorities for Expenditure and/or Retirement, and must then laboriously trace
through all individual completion reports pertaining to any one track to determine the
ledger value retirement.
The problem facing carriers today, which resulted in the instigation of this subject,
is compHcated by the facts that: (1) Present carrier records number into the many
thousands; (2) many of the records are old and are deteriorating under constant use;
(3) personnel originally engaged in the basic valuation and subsequent procedures are
rapidly nearing retirement age, and the difficulty encountered in trying to replace that
trained personnel forces us to seek some means of relief from the detail and drudgery
of developing track retirement information.
Your committee proposes to pursue this subject along two lines: (1) Develop meth-
ods to determine average costs to be used for track retirements; (2) outline a procedure
whereby a carrier, which does not now have a record for each mile of main track and
individual side tracks, can most economically create such a record. It will list in detail
all information from the pertinent completion reports in such a manner as to simplify
the development of retirement information.
Your committee presents the foregoing as a progress report, and the subject will be
continued for study.
Special Report on
Joint Projects and Joint Facilities=^=
By Wm. S. Gates, Jr.**
The scope encompassed by this subject is much too extensive to be fully treated
in a short paper, but we shall attempt to develop some historical information concerning
it and indicate a few interesting facts in the hope that we can convince the membership
"of the AREA that the subject is both interesting and useful. We hope to stimulate the
interest of the engineering departments so they will want to do something about the
issues into which this subject leads.
We have a very broad subject here, and I know full well that my chief trouble is
going to be to confine it, to "house" it, as it were, and so prevent its rambling. Therefore,
suppose we start with a definition. A Joint Project, as we know it in railroad circles,
is any project in which two or more carriers unite their efforts in the construction of a
facility for their mutual benefit. They proceed to draw up an involved contract to cover
the construction of the facility and its subsequent operation. Likewise, a Joint Facility
is the result of the construction of a joint project, or is a facility, either wholly or jointly
owned, used by two or more carriers.
I think I am correct in saying that we find joint facilities only in the public utility
organizations, the railroads, electric companies, telegraph and telephone lines, air lines,
pipelines, and the like. They are caused by overlapping services, and through their use
much duplication of facilities is avoided.
It is safe to assume that the first joint project or joint facility came into being rather
early in the railroad picture. A review of early history shows a number of references to
trains running into each other at grade crossings. As time went along these references
* Committee 11 — Records and Accornts, as a part of its meeting programs from time to time,
includes informal papers or talks by specially qualified members or others on subjects of special interest
to the committee. This paper is a condensation of such a presentation before the meeting of the com-
mittee in New Orleans, La., on January 13 and 14, 1954.
** Assistant to Auditor — Valuation, Chicago & Illinois Midland Railway, and a member of Com-
mittee 11 — Records and Accounts.
670 Records and Acco u n t s
seemed to drop away, indicating that someone had done something. I do know that
people do not write about joint facihties very often. The indexes that I have examined are
very quiet on this particular subject. One of the very few articles found was in Vols. 34
and 35 of the AREA Proceedings, where a subcommittee of our own- Committee 11
devoted a few pages to the subject. Here was displayed the methods that can be used
to determine the base cost of a joint facility and suggestions as to how these costs and
valuations may be currently kept up to date. The Proceedings also displayed an excellent
method of identifying property through the use of tabulated sheets and drawings. Much
time and effort were put into this report, which is entitled The Joint Facility Base
Record, and I commend it to you.
For an adequate background for this paper, I consulted several histories of the
post Civil War days, and, among other things, found a reference to a controversy in 1868
between the Horn Pond and the Arlington & Fitchburg in the use of their properties
and the hours they could be used. Another interesting article was one on railroad com-
binations in 1883, which resulted in the opening step of a consolidation. Other articles
in the same period were interesting, but one could scarcely call the slugging and the
back-room tactics of those days "joint faciUty efforts". Those boys played the game
rough and joint facilities were probably the farthest from anything they had in mind.
In 1887 there was quite an ado about railroad crossings in Buffalo. In the section on
1890, I saw the title, Complicated Crossings. Now, thought I, I really have something.
You know what? — Even in that dark age the Pennsylvania and the Baltimore & Ohio
were getting us honest railroads confused. Here I found a description of leads into an
industry where, in an area of 100 sq ft, some wild engineer's vision had dreamed up a
track layout that included 17 railroad crossings. It was almost like backing into the
St. Louis terminal.
Let us go back for a minute to the Horn Pond Railroad. This was located near
Boston, so I had our Boston member look into the matter; however, neither his people
nor the commissioners of corporations for the Commonwealth of Massachusetts was able
to find any record of the Arlington & Fitchburg Railroad. They did find the Horn Pond.
It was located in 1854, just 100 years ago. The line was just J^ mile long and ran from
what is now the main line of the Boston & Maine, between Boston and Concord, down
to a pond at the foot of a hill. Its purpose was to provide transportation from the pond
to an ice house. As they no longer use pond ice, the line now serves a pumping station
located on the shore of the pond. These things make interesting reading and it is hard
to tear yourself away, but I do not feel they have much point here. We must finally
come down to the present and face the fact that joint facilities are an accomplished fact.
The future will probably see more of them, rather than less. It has become too expensive
and impractical to maintain duplicate facilities.
A typical example of a joint facility inside a big city is noted in the historical records
of the Illinois Central, on its line in Chicago known as the St. Charles Air Line. This
connecting line runs west from the lake about i/^ mile south of the Illinois Central depot
and serves as a connection between the lines east and west of the south branch of the
Chicago River.
Back in 1852, after the IC had constructed its line along the lake front, it found that
it was going to be necessary to connect with the Galena & Chicago Union (now the
C&NW) and the Chicago & Aurora (now the CB&Q), which had constructed lines along
the west bank of the south branch of the Chicago River. They drew up a memorandum
of arrangement on March 6, 1855, in which each of the lines — the IC, MC, G&CU and
the C&A, held 25 percent ownership in the St. Charles Air Line property. The Illinois
Records and Accounts 671
state legislature legalized this joint ownership 10 years later, on February 16, 1865. The
line itself was constructed and placed in operation March 30, 1856, was doubled tracked
in 1868. and elevated over the city streets in 1897.
By 1933, 14 other roads gained use of this Air Line for connecting service, and a fee
system was set up. Profit, if any, is distributed equally among the four original owners.
To show how important a joint facility can become, we find today the following use
of this line:
IC^ — This road uses the Air Line as a main track for all its western lines'
business — both freight and passenger; also for all its transfer freight
business with the C&NW, CB&Q, GM&O and AT&SF, and for the delivery
of perishable freight and passenger equipment to all lines in the city.
C&NW — This road uses the Air Line for all its interchange business with the IC,
MC, NYC, CRI&P, and NYC&StL. It delivers perishable freight to the
tenants of the C&WI via this route; also passenger equipment to and
from all lines using the Central, La Salle St., and Dearborn stations.
CB&Q — This road uses the Air Line for all its interchange freight business with
the IC, NYC, CRI&P and NYC&StL; also for perishable merchandise
and stock to the MC.
MC — This road uses Air Line for delivery of merchandise, stock, perishable,
and local switch business to the C&NW and CB&Q, and for passenger
equipment to all lines in Chicago.
The Illinois Central makes its bills for construction, maintenance, and operation in
accordance with the General Managers' Agreement, and adds the established 10 and IS
percents to cover supervision and handling. Ownership has remained at 25 percent each,
but operation and maintenance are divided on a wheelage pro-rate.
Valuation Problems Created by Joint Facilities
.As we are primarily a valuation group, I should like to spend a little time on the
problems that joint facilities create in our work. By the time the federal valuation came
along, the joint facility was firmly established in the railroad picture. Its most simple
form was the interlocking plant where two roads cross each other. It was necessary for
the valuation party to determine what this interlocking plant included, and to determine
also the proper division of ownership. In many cases, what had begun as a simple 50-50
deal had developed into a real complexity. Often one road wanted something added and
the other did not. They settled the question by saying, "You go ahead and build it if you
want to. It won't hurt us, but you'll have to pay all the costs". It is not hard to picture
the ICC field force chief being confronted with conflicting statements. He often found
himself both judge and jury.
However, after the chief had made up his mind, he inventoried the physical facility
and proceeded to detail it on one of the inventories, from which it finally found its way
into that road's engineering report, in full detail. The secondary road's inventory and
resulting engineering report just mentioned the facility with a very brief description,
and recorded the total reproduction and less depreciation costs, the percentage of owner-
ship, and each road's share of the total costs. Why was this simple method not continued
in the Valuation Order 3 returns? Is our product an improvement over the simple manner
that was set up in the basic inventory? If you take the sum total of all the reporting
from a five-road-owned interlocking plant that was on the original engineering report,
how near will it describe the actual physical facility of today, and how close will it come
to representing either its reproduction or original cost?
672 Records and Accounts
Another very troublesome thing in valuation in connection with joint projects is the
variance in the handling of the accounting, valuation, and depreciation. In developing
data for this paper I had the pleasure of reviewing an 11 -page memorandum written
to an auditor of construction a few years ago. This paper showed great concern about
these differences, the troubles they were causing at that moment, and the troubles they
were going to cause in the future. The memorandum carries a comment in one paragraph,
"The Bureau of Valuation modified this rule." At another point it said, "It would be
desirable if an agreement could be reached whereby investment and valuation reporting
were identical, thereby eliminating the need for development and handling a different
set of figures for the two purposes." To that I can say a heartfelt "Amen." But, it adds,
"Our depreciation base includes no donations. Therefore, in setting up a project which
includes donations, we are confronted with an additional problem. Thus, we have three
separate considerations, i.e., investment, valuation, and depreciation base. Each of these
is different. The only way to secure absolute control over each would be to set up an
additional summary to show the amounts for each purpose."
We all have the same problems, and I toss one more into the hopper just to com-
plete the confusion. I maintain two separate depreciation books because the IRS and
the ICC are at variance with each other in their handling of Account 1, Engineering,
in their depreciation setup. In one case Account 1 has an identity of its own with a rate
of its own, while in the other it is split among the various accounts benefited by the
engineering services, and takes their depreciation rate.
Basis for Joint Facility Billing
As I said at the beginning, the difficult thing about this paper is to keep it from
roaming. I see that we have gone off on a branch line. Let's get away from valuation
for a while. Committee 11 is a division of the AREA, and as such we are the watchdogs
of "Records and Accounts" for the benefit of the entire Association. In reviewing the
addresses that were made at the 1953 annual meeting of the Accounting Section of the
AAR, I found an adress by E. G. Parker, auditor of disbursements of the Nickle Plate.
There is much in Mr. Parker's ideas that will help the members of the AREA. We, or
rather the engineering department through its maintenance of way and construction
divisions, furnish the basic working tools of the accounting department. We are the ones
who supply them with figures. Mr. Parker said that the AAR Disbursement committee
has on its docket the development of new methods and procedures to simplify joint
facility bills and vouchers. He believes that the simplification should be originated by the
accounting organization. He reaches the conclusion that the most simplified method would
be a fiat rate per car, per train, per ton, or some other easily measured traffic unit. But, in
a period of changing costs a fiat rate can be quite deadly, indeed. He brings in the
engineers by saying that flat rates covering maintenance could be based on the judgment
of engineers of the lines affected, and that after giving full consideration to actual expenses
incurred, engineering judgment may be used to establish the rates that are deemed advis-
able. He then goes on to list a number of interesting details. After a couple of pages he
comes up with this very interesting statement: "One of the major savings and results
to be obtained through the adoption of a simplified basis for joint facility bilUng is the
relief that will be given field forces from compiling daily, weekly, monthly or periodical
reports which now form the underlying data supporting the itemized bill."
There is meat in Mr. Parker's remarks. Looking back through the AAR Accounting
Division's reports and the AREA Proceedings, we find joint facilities cropping up again
and again. Joint facilities, my friends, are sturdy animals and, like the cat, they seem
Records and Accounts 673
to be equipped with many lives. You cannot kill them off nor can you shake your head
at them and ignore them. Are we interested enough to look into this? Do we or do we
not have a "Joint Project" with Mr. Parker's group?
I trust I have made it plain that what I am talking about is the vast detail reporting
contained in the joint facihty system, that has its origin way down on the section, or
in the signal gang, or on some bridge and building outfit. After I looked into what the
Peoria & Pekin Union was doing and what the Illinois Central was doing on a joint
line which we use, and what my own road was doing with a Baltimore & Ohio, Wabash
and Gulf, Mobile & Ohio operating agreement, I decided that someone was wasting an
awful lot of time and effort. Time quickly builds into money in these days of high wages.
It seems that after one has maintained and operated a joint facility for a period of
10 years or more, and has rendered detailed reports concerning each bolt, nut, screw,
nut lock, bus bar, relay, tie, rail, and switch lamp, he should have a considerable amount
of available data. Why could not a good engineer, a good valuation man, and a good
accountant sit down and produce order out of the chaos which such data holds? Could
not these men tell us of the standard of maintenance, the major repairs, or the special
maintenance? It would be simple to separate labor from material costs, and work equip-
ment rentals from transportation of material; overheads would fall out and classify
themselves. All of this might lead to a base figure that could be trended to bring it to a
current period, which would then represent current cost of maintenance and operation
according to definite standards. What does the additional detail that one piles up year
after year add to the picture? If we could get an equitable representation of cost by a
short method with less work we could apply whatever traffic measures are used to divide
it among the users. Our savings in reporting costs, accumulating, sorting, and checking
figures, and finally getting them down on paper, would be considerable. And, what the
AREA is interested in, can't you hear the shout of relief when you tell your section,
bridge or signal foreman that he can forget that extra report he must make on joint
facihties from this point out? We should have an interest in this problem. Most of us on
Committee 11 are valuation men. These things do not come under our direct assignment
and in most cases we have little to do with them; but, as the AREA's "Accounts and
Records" representatives, we should call the attention of our chief engineers to them.
A logical method of directing attention to the problem would be to ask a few ques-
tions, so, a set of five questions are offered for your consideration. Much interest may
be developed from your road's answers to these questions; and, if your road has many
joint facilities, a little time spent thinking on this problem might well prove very
worthwhile.
1. Valuation Department
Would it be worthwhile to determine if a single completion report, with its resulting
BV 588, prepared by the "Construction-Carrier", would not serve as the single detailed
return to the commission under Valuation Order 3, and have the "Secondary-Using-
Carriers" report only the account totals representing its share of the ownership in the
facility ?
2. Engineering Department — Maintenance Section
What, if any, reports are required of the engineering department — maintenance sec-
tion on a joint facility that are not required in maintaining a wholly owned and used
facility? Who makes these reports, and do they impair the effective use of his time on
his primary assignment? Are there any identifiable "out-of-pocket" expenditures incurred
in the reporting of the maintenance of jointly used facilities?
674 Records and Accounts
3. Legal Department
Can cauculated figures, based on a proper study, be substituted for the detailed lists
of actual labor and material that are spelled out in a standard joint facility contract, and
how far can one go without violating the intent of the contract to bill a prorate of actual
costs plus specified overheads?
4. Engineering-Accounting-Valuation Departments Jointly
What can the engineers of the AREA contribute toward a joint study on the simpli-
fication of the record keeping for maintenance of joint facilities that might lead to the
elimination of a portion of the requirements that are developed by consideration of
Item 2 ? Are the items developed by a study of Item 2 serious enough to cause the AREA
to desire their eUmination?
5. Railroad as a Whole
How many people are involved in the task of reporting, accounting for, billing, and
paying for jointly -used facilities? Are there any possible savings through the reduction
in the required effort?
This paper has touched very briefly on joint faciUties. I have only scratched the
surface. This joint project discussion is for our mutual benefit, and if by it I have
aroused any ideas, or motivated any progressive action, I shall consider the time well
spent. I have said nothing that most of you do not already know, but perhaps I have
set it forth in a different manner. We will now let it tumble and churn for a while. Who
knows? Something useful might develop from it.
Report of Special Committee on Continuous Welded Rail
L. F. Racine, Chairman,
R.
E.
Dove, Secretary,
C. E. Weller,
H. C. Archibald
A.
G.
Ellefson
Vice Chairman,
S. H. Barlow
P.
0.
Ferris
W. J. NUETZEL
T. A. Blair
H.
F.
Flfield
W. C. Perkins
Blair Blowers
R.
J.
Gammie
J. M. Rankin
C. B. Bronson
J.
W.
Hopkins
E. F. Salisbury
E. J. Brown
S.
R.
Hursh
I. H. Schram
H. B. Christlanson
T.
B.
Hutcheson
T. C. Shedd, Jr.
W. E. Cornell
A.
B.
Lewis
H. A. Siravo
L. S. Crane
C.
P.
Martini
R. P. WlNTON
F. W. Creedle
C.
R.
Merriman
Edward Wise, Jr.
J. C. DeJarnette, Jr.
Committee
To the American Railway Engineering Association:
Your committee report.s on the following subjects:
1 . Fabrication.
Progress in study, but no report.
2. Laying.
Progress in study, but no report.
3. Fastenings.
Progress in study, but no report.
4. Maintenance.
Progress in study, but no report.
5. Economics.
Progress in study, but no report.
Speclal Committee on Continuous Welded Rail,
L. F. Racine, Chairman.
AREA Bulletin 521. February 1955.
675
Report of Committee 1 — Roadway and Ballast
B. H. Crosland, Chairman,
W. T. Adams
R. A. Anderson
E. W. Bauman
R. H. Beeder
F. N. Beighley
C. R. Bergman
L. H. Bond
J. E. Chvbb
H. W. Clarke
B. S. Converse
M. G. Counter
M. W. Cox
A. P. Crosley
J. P. Datesman
M. B. Davis
T. F. deCapiteau
L. J. Deno
W. G. Dyer
C. E. Dysart
G. B. Harris, Secretary,
W. P. ESHBAUGH
J. G. GlXLEY
A. T. Goldbeck
R. A. Gravelie
L. H. Jentoft
H. G. Johnson
L. V. Johnson
W. T. Johnston
H. S. Leard
H. W. Legro
R. R. M ANION
E. W. MCCUSKEY
F. H. McGuiGAN
Paul McKay
G. W. Miller
F. R. Naylor
J. W. Poulter
J. W. Purdy
L. E. RUNDELL
J. A. Noble, Vice Chairman,
K. W. SCHOENEBERG
A. W. Schroeder
J. R. Scofield
R. J. Scott
L. D. Shelkey
L. R. Shellenbarger
H. F. Smith
R. M. Smith
W. O. Trxeschman
C. D. Turley
I. N. Vaughan, 3rd
5tanton Walker
C. E. Webb
A. J. Wegmann
Charles Weiss
A. A. Winter
J. C. Woods
R. C. Young
W. L. Young
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
No report. (See reports on Assignments 2, 4 and 8).
2. Physical properties of earth materials:
(a) Roadbed. Load capacity. Relation to ballast. Allowable pressures.
(b) Structural foundation beds, collaborating with Committees 6 and 8.
Delete from the Manual material under heading "Physical Properties of
Earth Materials", pages 1-1-38 to 1-1-44, inch, and adopt for inclusion
in the Manual material appearing in Vol. 55, 1954, pages 616 to 628, incl. . . page 679
3. Natural waterways: Prevention of erosion.
Progress report, presented as information .
page 679
4. Culverts:
(a) Conditions requiring head walls, wing walls, inverts and
requisite therefor.
No report.
aprons, and
(b) Specifications for high-pressure gas lines.
Section B. For non-flammable substances, presented as information for
purpose of soliciting comments and criticisms prior to submission in 1956
for adoption and inclusion in the Manual page 688
(c) Methods for installing culverts inside of existing culverts.
Final report, submitted for adoption and inclusion in the Manual page 690
677
678 Roadway and Ballast
6. Roadway: Formation and protection:
(a) Roadbed stabilization.
Progress report, presented as information page 693
Part 1 — Soil engineering in railroad construction page 694
Part 2 — Illinois Central relocation at Grenada Reservoir page 702
(b) Construction and protection of roadbed across reservoir areas; speci-
fications.
Progress report, presented as information and to solicit comments prior to
submission in 1956 for adoption and inclusion in the Manual page 706
7. Tunnels:
(a) Ventilation; changes necessary for operation of diesel power.
No report.
(b) Clearance; methods used to increase, collaborating with Committee 28.
No report.
8. Fences:
Critical review of all methods of preventing snow drifts.
Final report, submitting material for adoption page 711
9. Signs: Refiectorized roadway signs:
(a) Types of refiectorized signs.
(b) Methods of reflectorizing signs.
Progress report, presented as information page 712
10. Ballast:
(a) Tests
Progress report, presented as information page 715
Part 1 — Test installation on Chicago & North Western Railway page 715
Part 2 — Second progress report on research project on ballasts page 716
(b) Ballasting practices.
No report.
(c) Special types of ballast.
No report.
11. Chemical control of vegetation, collaborating with Signal Section and Com-
munication Section, AAR.
Progress report, presented as information page 71S
Part 1 — Fourth annual report on AAR cooperative weed control project . . page 718
Part 2 — Chemical control of vegetation— 1954 AAR report page 724
The Committee on Roadway and Ballast,
B. H. Crosland, Chairman.
AREA Bulletin 521, February 1955.
Roadway and Ballast 679
Report on Assignment 2
Physical Properties of Earth Materials
(a) Roadbed. Load Capacity. Relation to Ballast. Allowable Pressures.
(b) Structural Foundation Beds, Collaborating with Committees 6 and 8.
R. R. Manion (chairman, subcommittee), C. E. Dysart, J. G. Gilley, J. W. Poulter,
R. J. Scott.
Your committee this year presents, under combined Assignments (a) and (b)
a recommendation for the withdrawal of the present Manual material under Physical
Properties of Earth Materials, pages 1-1-38 to 1-1-44, incl., and the substitution therefor
as Manual material the portion of the Proceedings, Vol. 55, 1954, under the same caption,
pages 616 to 628, incl. The proposed Manual material includes the present information
in the Manual, with additions, plus Specifications for Test Borings. A few editorial
revisions have been made in the latter.
Report on Assignment 3
Natural Waterways : Prevention of Erosion
L. H. Jentoft (chairman, subcommittee), R. A. Anderson, M. B. Davis, F. H. McGuigan,
A. J. Wegmann.
Your committee submits the following report as information on that part of its
assignment covering the prevention of bank erosion in natural waterways of the alluvial
type by the use of steel jetties.
The problem of bank erosion in natural waterways carrying heavy loads of silt has
been attacked in various ways in the past with results which have not always been
satisfactory from the standpoint of economy and effectiveness. Some of the commoner
types of bank protection include the driving of piles, the placement of heav>- rip rap,
the construction of rock-filled crib work, and the facing of embankments with concrete.
These rigid types of protection have been unsuccessful in many cases where severe erosive-
action is involved due to undercutting, resulting in partial failure or even complete failure,
and the washing away of the structure or materials involved.
As the inadequate solution is the most costly solution in the long run, the need for
a better answer to the problem has resulted in the development of a flexible type of pro-
tection using so-called steel jetties. These jetties were introduced in the early 1920's, and
in recent years have been used more and more widely in the midwestern and southwestern
parts of the country. The users include railroads and highway departments, and more
recently the Corps of Engineers, U. S. Army, and the Bureau of Reclamation. The district
engineer of the Corps of Engineers at Albuquerque, N. M., issued in June 195.S a report
on the use of steel jetties for bank protection on alluvial streams which contains a com-
prehensive discussion of the subject and which is recommended reading for those interested
in this problem.
The purpose of a line of steel jetties is accomplished by lowering the velocity of the
water, which results from the obstruction to flow offered by the components of the units
and by the drift which is caught in the jetties. The reduced velocity lowers the carrying
power of the water and causes it to drop a portion of the load of sediment which is
680 Roadway and Ballast
present in the flood flow of streams with erodible beds. This deposit of sediment even-
tually results in the bank building up, vegetation begins to grow, and a new bank, line
is established at about the front of the jetties. In some cases further scour takes place
and the jetties sink into the bed of the stream as a result. If this sinking proceeds far
enough, another row of jetties is simply placed on top of or a little behind those which
are buried.
The functioning of a steel jetty installation is shown by three photographs taken
on a large stream in the Midwest. Fig. 1 shows the severe erosion of the river bank;
Fig. 2 shows the jetty units in place; and Fig. 3 shows the same location after silting
was well established.
The design of a steel jetty installation should be based on an adequate topographic
map or aerial photograph. A preliminary alinement can thus be determined and the
final location then determined on the basis of experience with the particular location and
judgment as to the results which can be expected.
Two principal elements are involved which may be designated as diversion lines
and back-up retard lines. Fig. 4 shows a typical installation and illustrates the relation
of these elements to each other. The diversion lines are relatively long and are usually
placed approximately parallel to the bank to be protected and conforming in general
to the alinement of the stream. Jetties which cut across a bend or make a sharp diver-
sion are generally to be avoided as the units are more liable to damage when the angle
of attack of the current is greater than 45 deg. A single line of diversion jetties may
suffice in some cases, while in other cases two or more lines may be required, depending
on the severity of the scour anticipated and the angle of attack of the stream. The
upstream ends of the diversion lines are usually extended towards the bank at an angle
so as to form an anchor line.
The back-up retard lines are short lines of jetties which are installed at about right
angles to the main jetty line and extend back to the bank where they are anchored.
Their purpose is to reduce further the velocity of the current and to prevent flow from
developing behind the jetties and causing them to be outflanked. The spacing of these
back-up retard lines may vary from 200 ft with a sHght angle of attack by the stream,
to about 75 ft, or even as little as 25 ft, with a sharp angle of attack.
One type of steel jetty in use, which may be designated as Type A, consists of units
which are called jacks, each of which is made up of three 4-in by 4-in by %-in steel
angles, each 16 ft long, which are bolted together in the center and interlaced through
holes in the angles with No. 6 wire. The angles are placed back to back with their
longitudinal axes at right angles to each other so that three sets of intersecting planes
are formed with a common joint at the center of the unit. The wires for lacing are spaced
about IS in apart. The angles are punched at the factory for connection holes and lacing
holes to facilitate field erection. The assembled unit is shown in Fig. 5, and also in the
photograph, Fig. 6. The units are designed to be spaced 12 ft 6 in center to center so
that 8 units or jacks are required for a single line 100 ft in length. After being placed
and properly alined the units are interconnected by 2 lines of ^-in cable, the cables being
clamped together on each side of the mid-point of each unit. These cables extend con-
tinuously through the units and are fastened at each end to deadmen consisting of rail-
road ties, pile butts or the like.
A second type of steel jetty may be called Type B, and is made up of units which
use 6 instead of 3 steel angles, each 16 ft long. The angles used are somewhat smaller,
being usually 3 in by 3 in by % in. These units may be set on either three or four
points as may be desired, and the remaining angles used as horizontal ties near the bot-
Roadway and Ballast 681
toms of the units. The angles are laced with J4-in rods and the units are tied together
with ^-in cables or rods about as described for the preceding type. Photograph desig-
nated Fig. 7 shows Type B units. Because of the use of more angles and of rods instead
of wire for lacing, this type offers somewhat more obstruction to the flow of water, and
also affords stiffer resistance to bending from the impact of heavy drift, than the kind
first described. About six units of this type are required to cover 100 ft of bank.
Another type of jetty is built with steel fascine boxes having a square cross section,
about 4 ft by 4 ft, with the longitudinal corner members of IJ^-in by l>2-in angles, and
with girts and bracing spaced at about 4-ft centers and made from yi-'m by 1^-in bars.
The construction of this type is shown by Figs. 8 and 9. Woven wire fencing is placed
around the outside of the box and fastened with soft iron wire. These boxes may be
made up in 20-ft lengths and extended as far as required by splicing the longitudinal rails
or angles. Cables may be used for anchoring in a manner similar to that for the other
types. Fascine boxes, assembled and ready for installation, are shown in Fig. 10, and
Fig. 11 shows a typical installation.
Some types of steel jetties are covered by patent rights and the materials required
for a complete installation can be purchased from the manufacturers already punched
and equipped with all required fastenings for quick erection in the field. In many cases
the manufacturer will furnish a construction supervisor, and the actual work of erection
can be performed by common labor with the use of hand tools. A crew of 12 men has
been found to be an efficient organization.
The materials are hauled to the site in a knocked-down condition and the units are
then completely assembled at a place convenient to their final location. After assembly
the units are carried to and placed in final position. If the work is being done in the
water the final movement may involve the use of rafts. About 16 units can usually be
assembled and positioned at one time, after which the ^-m cables are threaded through
the units and clamped in position. The natural growth of vegetation should be disturbed
as little as possible. Excavation is required only where the jetty line crosses a steep bank.
The actual work of assembling and installing the jetties may be accomplished by
contract or by company forces as may be found most desirable, but the materials should
probably be purchased. In any event, adequate specifications should be followed, although
these need not be elaborate. Specifications should cover the number and size of the angles
to be used in the jacks, details for fastening the angles together, and information regard-
ing the lacing, whether wire or rods, and the sizes and locations for these members. To
secure maximum life a corrosion-resistant metal, such as wrought iron or copper-bearing
steel, should be specified for the angles and rods. Spacing of the units in final location
should also be covered, as well as details of the manner in which the units are to be tied
together and the methods for splicing and anchoring the longitudinal tie lines. A location
plan should be available to guide field installation and should be made a part of the
contract if the field work is done by contract.
Failures in steel jetty installations have been few and for the most part only partial.
Occasionally, heavy drift will strike some of the angles and bend them. The weakest
feature in the construction is the lacing as the wires may rust and break after a few
years, especially if corrosive elements are present in the water. The use of rods of
corrosion-resistant metal for lacing has an advantage in this respect. Steel jetty installa-
tions are in existence with service records of 30 years and a life expectation of SO years
or better.
Costs of steel jetty installations are reported during the past two years as ranging
from about .$50 to $70 per unit installed. The cost for any particular location will
(Text continued on page 687
682
Roadway and Ballast
Fig. l_Severely eroded river bank.
■ 4
Fig. 2— Steel jetty installation
in place.
Roadwav and Ballast
683
Fig. 3 — After silting has become established.
^Ac/<-c/p ffsr^^o i.//vss
Fig. 4 — Typical layout of steel jetty installation.
684
Roadway and Ballast
^""^"jfi^^M/ei*
/vo. e i>^//?£: t.jtc/A/G
Fig. 5 — Type A steel jetty unit.
Fig. 6 — Type A steel jetty units.
Roadway and Ballast
685
Fig. 7 — Type B steel jetty units.
I ""• I'
^'■o-
Fig. 8 — Steel fascine box.
686
Roadway and Ballast
_i5i_
^
\STOU<£- 30l.T^y^ X4ij''^/''J7&Kr SO^TS
>
Fig. 9 — Cross section of fascine box.
Roadway and Ballast
687
Fig. 10 — Fascine boxes assembled.
Fig. 11 — Typical installation of fascine boxes.
of course, depend on the current costs for materials, the current applicable wage rates,
and the location and other factors having a bearing on the difficulty of construction.
In conclusion, it can be said that steel jetties, properly installed, can be made to
furnish a flexible type of bank protection which is highly effective as a means of stabiliz-
ing erodible banks of alluvial streams. While special conditions may indicate different
construction in some cases, the permanent results obtained, together with simplicity of
construction and relatively low cost, certainly recommend consideration of the use of
steel jetties in attacking the problem of bank erosion in natural waterways.
688 Roadway and Ballast
Report on Assignment 4
Culverts
(a) Conditions requiring head walls, wing walls, inverts and aprons and
requisites therefor.
(b) Specifications for high-pressure gas lines.
(c) Methods for installing culverts inside of existing culverts.
G. B. Harris (chairman, subcommittee), W. T. Adams, H. W. Clarke, B. S. Converse,
T. F. DeCapiteau, J. W. Purdy.
Your committee reports this year on Assignments (b) and (c) only.
Report on Assignment 4 (b)
Specifications for High-Pressure Gas Lines
Last year the Association approved, for publication in the Manual, Specifications
for Pipe Line Crossings Under Railway Tracks, Sec. A. For Flammable Substances.
Sec. B. For Non-Flammable Substances, of the same specifications, is now presented as
information for the purpose of soliciting comments and criticism prior to submission
in 1956 for adoption and inclusion in the Manual in place of the current Sec. B. For
Non-Flammable Substances.
SPECIFICATIONS FOR PIPE LINE CROSSINGS UNDER
RAILWAY TRACKS
B. FOR NON-FLAMMABLE SUBSTANCES
L Scope
Pipe lines included under these specifications are those installed to carry steam,
water or any non-flammable substance which, from its nature or pressure, might cause
damage if escaping on or in the vicinity of railway property.
2. Installation
Pipe lines under railway tracks and across railway right-of-way shall be encased in
a larger pipe or conduit called the casing pipe, in accordance with these specifications and
as indicated in Fig. 4.
Pipe lines shall be installed under tracks by boring or jacking, if practicable.
Any replacement of a carrier pipe or casing pipe shall be considered a new installa-
tion, subject to the requirements of these specifications.
3. Carrier Pipe
Carrier line pipe and joints inside of casing under railway tracks and right-of-way
shall be of approved construction satisfactory to the railway company.
Joints for carrier line pipe operating under pressure shall be of mechanical or welded
type.
Pipe shall be laid with slack (no tension) in the line, or with expansion joint near
the point of railway crossing.
Roadway and Ballast
689
-See Note 3
See Nofe Z
Roadbec
Q 5FtGln(Min)
^ 3Ft(Mir?)"^ See Note l'^ liy
-i-5F+-
^^
Corner Pipe
-1.5 D-
--l^llFt'l
^Cosing Pipe
_nlDf
NOTE S = 1. Ends of casing, when below ground, shall be suitably pro+ec+ed Qqains+ entrance of
foreign material.
2. Ends of cosing, when above ground surface and above high water level, may be
left open where drainage is available.
3. Casing pipe sboll extend o minimum distance of lift plos 5ft plus 1.5 D measured at right
angles from center line of ou+side track (Where D equals the depth of bottom o^CQSinq
below subgrode) , or to railway right-of-way , whichever is greater.
Fig. 4.
4. Casing Pipe
Casing pipe and joints shall be of a rigid, leakproof construction, capable of with-
standing railway loading, and shall conform to the requirements shown under Art. 4,
Sec. A. For Flammable Substances, except that seals and vents are not required.
For pressures under 100 psi in the carrier pipe, reinforced concrete pipe may be used.
Reinforced concrete pipe shall have watertight joints and conform to the current
ASTM Specifications, designation C 76— Table I for diameters under 24 in — Table II for
24 in diameter and over.
5. Protection Against Corrosion
Both casing pipe and carrier pipe, of steel material, shall receive externally the same
protective coating as specified in Art. 5, Sec. A. For Flammable Substances.
6. Protection at Ends of Casing
Where the ends of the casing are below ground they shall be suitably protected
against the entrance of foreign material, but shall not be tightly sealed.
Where the ends of the casing are at or above ground surface and above high water
level they may be left open, provided drainage is afforded in such manner that leakage
will be conducted away from railway tracks or structures.
7. Depth of Casing
Depth of casing shall be the same as specified under Art. 9, Sec. A. For Flammable
Substances.
8. Length of Casing
Casing shall extend each side from the center line of the outside track, measured
at right angles, a minimum distance of 11 f t -f- 5 f t + 1 .5 D (where D equals the depth
of the bottom of the casing below subgrade), and shall extend to the railway property
690 Roadway and Ballast
line if this distance exceeds the minimum required by the foregoing formula. (See Fig.
4) If additional tracks are constructed in the future, the casing shall be correspondingly
extended.
9. Shut-Off Valves
Where substances are transmitted under pressure an emergency shut-oi? valve shall
be installed within effective distance at the pressure side of the crossing, outside of
railway right-of-way.
10. Gravity Sewer Crossings
Casing pipe is not required unless carrier pipe is of a material or grade incapable
of withstanding railway loading, in which event the same requirements as specified in
Art. 4 will govern, except that corrugated metal pipe of standard construction suitable to
withstand railway loading may be used.
11. Location
Pipe lines shall be located, where practicable, to cross tracks at approximately right
angles thereto and shall not be placed within a culvert or under railway bridges, except
in public thoroughfares when mutually agreed to by the railway company and the owner
of the pipe line.
Crossings, where possible, shall be located where the ground surface slopes down-
ward away from the railway.
Longitudinal occupancy of railway right-of-way is highly objectionable and must
be avoided where possible.
12. Approval of Plans
Plans containing all pertinent details for the proposed crossing, exclusive of data
for seals and vents, shall be submitted to and meet the approval of the chief engineer
of the railway company, in the manner as specified under Art. 14, Sec. A. For Flam-
mable Substances.
Report on Assignment 4 (c)
Methods for Installing Culverts Inside of Existing Culverts
A progress report on this assignment was presented last year as information. The
present draft has been revised editorially, and is hereby submitted for adoption and
inclusion in the Manual, with the recommendation that the assignment be discontinued.
It is planned to insert the proposal material in Chapter 1 of the Manual at the end
of Part 4 — Culverts.
, Roadway and Ballast 691
. METHODS OF INSTALLING CULVERTS INSIDE EXISTING
CULVERTS
When existing drainage structures show signs of weakness or need strengthening to
handle heavier loads, it is sometimes possible to salvage the existing material by lining
it with new material. Both rigid and flexible-type structures are used for relining. The
selection of the shape of the lining and the kind of material to use depend on how much
the existing opening can be reduced, the additional strength needed in the lining, the
existing foundation conditions, and the space available at the site.
Accurate information on run-off conditions will show how much reduction in water-
way opening can be permitted. Some old structures are appreciably oversize; others may
require the installation of an additional opening. ^
1. Survey Existing Structures
A careful survey should be made of the existing structure to determine the exact
size and shape. It is necessary to know the exact cross section of the existing opening
at all limiting points, the alinement of the structure with respect to its center line,
whether projecting parts of the existing structure can be removed, the foundation condi-
tions under the existing structure, and the load carrying capacity of the stream bed. Any
old falsework piling, boulders, or ledge rock in the waterway that might interfere with
the new material should be reported.
The permissible reduction in opening will determine how tightly the lining material
will have to fit the existing structure. Whether the existing structure requires only
strengthening or a full load carrying replacement, will define the strength requirements.
The space available adjacent to the structure or within it will establish whether the
lining material must be designed to erect in place or whether it can be assembled outside
and pulled into place.
2. Lining Material
Existing pipes and arches are generally lined with structures of the same shape but
smaller in size. Rectangular openings can be lined with round, elliptical or pipe-arch
structures, depending on the permissible reduction in opening. It may be necessary to
remove projecting portions of the old structure to provide clearance for the lining.
An arch-type lining requires an adequate foundation, particularly if it is to carry
a portion of the load on the structure. The new foundation can be benched into or set
on the old one, or it may be necessary to provide new footings. Pipe and pipe-arch
shapes are self supporting and may overcome inadequate foundations in the existing
structure if the stream bed is stable. Occasionally, it may be economical to excavate the
existing stream bed below flow line grade so that a pipe can be installed. The stream bed
is then allowed to fill up to its natural grade.
3. Installation of Lining
When space is available, the lining structure can be assembled outside of the old
culvert and skidded into place. This method requires space to erect at least one unit
of the structure at a time and sufficient clearance between the old structure and the lining
to permit free movement. Erection by this method is fast and simple because of ease of
handling and assembly. A light crane, tractor or jacks will move the lining longitudinally
into place.
Where the clearance between the old and new material is small and no space is
available at the ends, it is necessary to. use a tunnel-liner type of material which permits
692 Roadway and Ballast
the entire assembly to be done from inside the structure. Tunnel liners should generally
be used when it is necessary to remove an extensive portion of the existing material.
Many lining jobs require not only salvaging the existing structure but also lengthening
it to provide for grade changes or additional tracks. In these cases the material will serve
as a lining for the old structure and as a new culvert on the projecting ends. One of
these conditions may determine the type of material, or it may be possible to vary the
material to meet the requirements of each portion. Continuity of the structure is essen-
tial, and it is not good practice to combine rigid and flexible material in the same
structure.
4. Backfilling
Backfill between the lining and the existing structure is important and must be care-
fully done. Sand, weak sand-cement grout, a rich grout, or concrete mix can all be used
for backfill; each has its advantages. The kind of backfill to use depends on the type
of structure, the area to be filled, and to a certain extent on the equipment available.
Sand is used to backfill when the area to be filled is relatively large or where the
old structure is weak and a large portion of the load is to be carried by the new material.
A sand backfill will allow a flexible lining to adjust to the loads and to work in the
way it is designed. It will distribute the load evenly around a rigid structure. It can be
blown into place or back-packed by hand where there is sufficient crawl space. A sand
backfill requires a closure at the ends of the structure to prevent the loss of the backfill
material during the filling and to protect it from erosion by the stream flow. A masonry
wall between the structures at each end of the lining is generally used to hold the backfill
in place.
A weak sand-cement grout may be used for small openings around flexible or rigid
structures. The cement and water serve to lubricate the mix so that it can be pumped
into small spaces, and the setting of the cement adds to the stability of the backfill.
A rich grout is used for backfill when the areas are small and where it is desired to
strengthen or seal an existing masonry structure. With sufficient pressure the grout can
be made to penetrate the joints and cracks in an old masonry structure and add materially
to its strength.
A concrete mix is rarely used except where the lining is made to serve essentially
as a form and the concrete fill is used as the principal load-carrying medium.
Backfilling is placed through pipes in the opening between the structures, through
grout plugs built into the lining material, through pipes extending down through the fill
from the top to the opening between the structures, or by side tamping and back packing
into the opening when there is enough work space. Often a combination of two or more
of the methods is used. The backfill can be forced into place with standard grout pumps
or concrete pumps, and it can be placed with air.
It is particularly important that the backfill material be placed so as to be well
compacted and completely fill the space between the structures. An opening for the air
to escape is required; it may require provision for several openings as the air must be
allowed escape to be sure of a complete backfill. Even with care, the first backfilling
operation generally does not completely fill the space between the structures. Voids will
show due to incomplete filling and from shrinkage in the filling material. The backfilling
operation should be repeated until all voids are completely filled.
When the area to be filled is small and the volume of backfill material relatively
little, the job can be done without the use of intermediate headers. Headers should be
used in long structures and when filling large spaces. They confine the backfilling to small
workable areas and permit backfilling to follow closely the erection of the structure.
Roadway and Ballast 693
In filling large areas only a portion of the circumference should be filled at a time.
The bottom or invert is filled first, then both of the sides, and finally the top. It may
be necessary to install struts to brace the lining against flotation during the backfill.
Lining requires a careful survey of the existing structure and the surrounding con-
ditions, selection of the material best adapted to the conditions, and careful placement of
the backfill material. Many old structures have been economically rehabilitated by lining
with new culvert material.
Report on Assignment 6
Roadway: Formation and Protection
(a) Roadbed stabilization
(b) Construction and protection of roadbed across reservoir areas;
specifications
L. D. Shelkey (chairman, subcommittee), R. H. Beeder, F. N. Beighley, M. G. Counter,
W. P. Eshbaugh, R. A. Gravelle, W. T. Johnston, F. R. Naylor, K. W. Schoeneberg,
A. W. Schroeder, W. L. Young.
Your committee reports this year on both of its assignments (a) and (b). The
report on Assignment (a) is submitted in two parts, designated as Part 1 and Part 2.
The entire report is submitted as information.
Part 1 presents pertinent test and construction data, and a comparison of main-
tenance costs, on three line constructions. Two of the projects had moisture and com-
paction control but no other soil engineering. The third project was built after a good
survey and test program permitted incorporation of soil engineering features. One
project having no soil engineering required extreme maintenance, showing an excess of
appro.ximately $256,000 in sbc years. Stabilization is now being considered for the
other job.
Part 2 relates the history of an 8-mile construction for the period 1950 to 1954.
This construction had controlled compaction and moisture with other soil engineering
factors, and its chief difficulty to date has been erosion of cut slopes. This report will
serve to show the value of slope erosion control.
Parts 1 and 2 were prepared under committee sponsorship by the research staff
of the Engineering Division, AAR. The work is part of the cooperative investigation
of the Engineering Division and the Engineering Experiment Station of the University
of Illinois, under the direction of G. M. Magee, director of engineering research, AAR,
and R, B. Peck, research professor of foundation engineering of the university, and under
the supervision of Rockwell Smith, research engineer roadway, who prepared Part 1 of
this report.
The report on Assignment 6 (b) is a progress report. Your committee submitted the
last of three preliminary reports on this subject in 1950. Now there is presented for con-
sideration and comment a final report on the various phases of this subject, with the
intention that it be proposed as Manual material in 1956.
694 Roadway and Ballast
Report on Assignment 6 (a)
Part 1
Soil Engineering in Railroad Construction
In the past the reports under this assignment have dealt mainly with the investigation
and stabilization of sections of track in service, but during the course of the investigation
into roadbed stabiHzation, now entering its ninth year, a number of projects have also
been observed, particularly new construction, on which fairly complete data concerninu
construction and maintenance features are available. These include projects on which
no provisions pertaining to the soil material were made; projects on which the embank-
ment material was rolled and controlled as to moisture and density, with no special
provisions to utilize the other engineering properties of the soil ; and still other projects
on which the development of full information by means of soil tests, field studies, and
such procedures permitted a design for construction best suited to the materials involved.
These last projects specified controlled moisture and compaction, together with selection
of soil and the use of sub-ballast. These measures are preventative rather than corrective.
A discussion of the construction features involved in three projects of varied types,
with a brief resume of the maintenance history since the start of trafftc operations, will
disclose the value that may be derived from soil engineering.
Pottsboro-Sadler Relocation
The first of these projects is the Pottsboro-Sadler Revision on the Missouri-Kansas-
Texas Railroad in North Texas, designed and built by the U. S. Army Corps of Engineers.
This is a 8.8 mile relocation, necessitated by the construction of the dam across the
Red River near Dennison, Tex., to replace the lower level original line. The new location
crosses the uplands of the region in an area occupied by materials classified pedologically
as Wilson Clays, and geologically as Eagle Ford Shale. The Wilson Clays are the soils
developed from the clayey shale parent material. Cuts range up to 30 ft in depth and
fills up to 35 ft in height. This rather heavy grading resulted in the use of considerable
quantities of the shale in the roadbed. The shale slakes rapidly on exposure to air.
Specifications for the grading called for compaction by sheepfoot roller in layers
not greater than 8 in. in thickness before compaction; side dumping was prohibited.
Construction was by layers over the full width of the embankment. The soil material
was to contain the amount of moisture required for maximum compaction (Standard
AASHO) as nearly as practicable, and the moisture content was to be uniform through-
out the layers. Where the material was too wet to permit the securing of the desired
compaction it was specified that rolling and all work on that section be delayed until
the material reached the required moisture content. (On this particular job, because of
the high temperatures and winds during construction, it was necessary to add considerable
water to permit proper densification) . The specification also required that for soil having
a maximum dry density, as determined by laboratory tests, of less than 115 lb per cu ft,
the compaction should be a minimum of 95 percent of this laboratory density. For soils
with densities of 115 lb per cu ft and over the specified minimum compaction was OO
percent.
It is the opinion of observers on the construction work that these specifications were
fully conformed with, and tests also indicated that moisture and compaction were fully
adequate. Table 1 gives the results of a few tests during construction.
A sub-ballast of soft limestone material to a depth of 10 in was spread across the
top of the grade by trucks. This material was placed in two S-in lifts and dressed to
Roadwa\- and Ballast
695
Pi
Percent
Compaction
'OS
•0
0
OS
•M ■ CI . 01 ' OS
CM tifo ' CO ' t^
C 'O 'OS ' OS
^0
: : : :
5^
x
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■M iCr 'T II.-
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«
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X
CO 1 1^ ^ OS ^ f
d '?: '.c '00
— ;— ■© 'OS
g S5
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X-M CI -f C-l -f
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« 35 t^ 57'=' OOO J'Cl r* C 71 M 0 £•-!■ -^ Q.-.C >.o <o f •*
Type 0/
Material
liorrow
Borrow
Borrow Pit
liorrow Pit
Borrow Pit
Borrow Pit
Fill
Fill
Fill
Borrow Pit
Fill
Cut
Fill
Fill
Fill
Fill
Fill
^-frc -r -!• . -t" -f-i'-f-t -r-r -c i> ^ -
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696
Roadway and Ballast
Fig. 1 — Typical embankment section, M-K-T Denison Dam relocation.
section. The top ballast was crushed rock to a depth of 1 ft 6 in below base of rail.
Typical sections, including both grading and ballast features, are shown in Fig. 1.
The project was put in service in 1944, Very shortly thereafter maintenance troubles
became evident. Fill slopes started to slide, in some cases affecting the track, as did also
several cut slopes (Fig. 2). Most of the larger fill slopes required flattening. The main
difficulty, however, was in keeping the track alined and surfaced because of the develop-
ment of ballast pockets. These pockets developed at a very rapid rate. In 1948, four
years after the start of operation, many of these pockets had developed to a depth of
6 ft, and in one or two cases pockets 9 ft in depth were noted.
After less than six months in service, stabilization of this roadbed was started by
means of driving vertical ties and poles near the ends of the cross ties. Before the end
of 1945, 31,179 track feet had been so treated at a cost of almost $36,000. In 1948 addi-
tional piles were driven in some of the higher fills to control sliding, at a cost of $32,000,'
and from November 1949 to March 1951 expenditures amounting to $77,000 were made
Fig. 2 — Pottsboro-Sadler revision, slides in cut slopes, 1948.
Roadway and Ballast 697
for stabilization of 27,290 track feet by pressure grouting. In 1948 a surfacing was
required at a cost of ?8000.
This record, from 1945 through 1950, showed the above items as extraordinary
maintenance amounting to approximately $153,000. During this period routine main-
tenance expenditures for labor and ballast were approximately $120,000. This represents
an average expenditure per year of $25,500 for extraordinary maintenance and $20,000
per year for routine maintenance, or a combined total of $45,000 on 8.8 miles of track —
a cost of $5170 per mile per year. Following the completion of most of the stabilization,
a record is available for the years 1951 and 1952 showing an average itiaintenance cost
for labor of $2800 per year, or $318 per mile per year — a saving of approximately $4850
per year per mile.
These figures indicate that considerable value was received from stabilization, but
emphasis should be placed on the causes of the abnormally high maintenance and on
stabiHzation costs associated with a new facility built by the accepted standards of the
day and receiving excellent inspection. From the record it is apparent that the design
did not include consideration of some important features inherent in the project.
Since 1948 a number of inspections and considerable testing have been carried out
on the materials encountered. It was ascertained that the soils and shales involved are
very highly plastic, with liquid limits of such magnitude that similar material is often
excluded in grading specifications. On this particular project the avoidance of such mate-
rial would have been impracticable, but it does appear possible that some additional
construction features could have been devised to prevent the development of instability.
To accomplish this purpose a full knowledge of the properties of the soil material
would be necessary. Laboratory tests, which were later run on soil samples taken from
the subgrade, disclosed the presence of a considerable portion of a montmorillonite-type
clay mineral. This is the mineral usually associated with swelling clays. The tests showed
that through a normal range of moisture a swelling of 23 percent was possible. It was
established in previous reports that the presence of this type of material was probably
responsible for the action of the subgrade (See AREA Proceedings, Vol. 51, 1950, page
719). Further tests on this material, however, indicated that if the soil were confined
under pressures of 300 to 400 lb per sq ft the swelling could be reduced to 3 percent or
less. Such pressure is the equivalent of approximately 3 to 4 ft of overburden. It is very
possible that by capping the clays to this depth with material of lower plasticity and
favorable volume change characteristics, the maintenance could have been greatly reduced.
Fort Gibson Dam Relocation
.\ second project on the same railroad has demonstrated the benefits that can be
obtained from soil control and selection. This is the Fort Gibson Dam relocation between
Wagoner and Pryor, Okla., also designed and built by the Corps of Engineers, U. S.
Army. It consists of three sections at Brush Creek, Choteau Creek, and Flat Rock Creek,
aggregating about 8.2 miles. This relocation has a maximum fill of approximately 30 ft,
with low cuts. The majority of the embankment material was obtained from borrow
pits adjacent to the right-of-way.
Because of the poor maintenance showing of the Pottsboro-Sadler revision the rail-
road required a soil survey of the material to be involved in the construction of this
second project. Table 2 shows test data, including that for swelling tests, on a number
of samples. Except for the top horizons, the soils are clays of high plasticity. A min-
eralogical analysis showed the presence of swelling clay minerals in lesser amount than
in the soils of the Texas project. These results, however, together with the results of the
698
Roadwav and Ballast
T.ABLE 2- M-K-T R.ULWAY, Fort Gibson Relocation — Supplementary Tests
Sainitlc
Depth,
Ft
Liquid
Limit
%
Plastic
Limit
%
Sxoell %
Initial Water
Content,
Sivell Tests
Final Water
Content,
Swell Tests
Test 1
Te&i 3
Test 1
Test 2
Test 1
Test 2
1
0.3-0.7
0.7-1.3
1.3-1.9
1.9-2.5
2.5-3.4
3.4-4.3
4.3-5.0
31.5
33.8
63.7
6() . 3
61.7
61.6
63.5
17.0
18.5
17.9
19.2
17.2
21.1
20.0
0.3'
1.451
10.91
11.52
14.2'
22.62
12.03
1.0
29.4
17.4
20.6
23.1
16.5
20.3
22.7
16.9
"15^8'
\9.A
30.0
30.6
38.5
34.0
34.3
17.7
3
4
6
7
18.5
31.0
1 Air dried and pulverized before compaction.
2 Dried to initial water content, not pulverized before compaction.
3 Air dried, not pulverized before compaction.
Note: Tests at University of Illinois May 9-19, 1952. Samples furnished by USED Flat Rock
Creek borrow area.
swelling and the plasticity tests, indicated a soil of doubtful quality for use in railroad
subgrades. More complete swelling tests indicated that a pressure of 300 lb per sq ft
would reduce the swelling features to a safe extent. To prevent all swelling, pressures
up to 1300 lb per sq ft would be required. It was estimated that with added protection
from surface water an average load of 300 to 400 lb per sq ft would be adequate.
To insure this, specifications were prepared designating that the upper 3 ft of the
fills should be constructed with selected soil. This material was specified to have a liquid
limit not exceeding 35 percent, and a plasticity index not exceeding 12. For cuts and fills
under 3 ft in height the depth of selected soil was specified as 2 ft. Typical sections for
fills and cuts are shown in Figs. 3 and 4.
As also shown by Fig. 3, sub-ballast 1 ft in depth, consisting of limestone screenings,
was placed on the prepared subgrade. The specifications and gradation of a field sample
are as follows:
Specifications, Sample,
Percent Percent
Pass y^" Sieve 100 100
Pass No. 4 Sieve 70-100 96
Pass No. 10 Sieve '.0-70 58
Pass No. 30 Sieve 20-45 33
Pass No. 200 Sieve 5-20 12.5
This material was truck hauled, placed in two layers and shaped to sections prior
to placement of the ties. Top ballast consisted of IH ft of crushed chat, maximum size
of 1% in below base of rail.
Very close control was exercised during construction. The grading was extended the
full width of the embankment in layers not exceeding 8 in loose thickness. Where required,
water was added to assist in the compaction of the material to maximum density, ;is
determined by compaction tests. Table 3 shows pertinent information on the maximum
density and the density actually obtained during construction. A minimum of 90 percent
of the laboratory density was required.
A complete record of density determinations is available showing the very excellent
control exercised. Many sections on fills failed to meet specifications for density and
were reworked. During the placement of the selected soils, the dry weather conditions
forced the addition of large quantities of water to obtain the specified compaction.
Roadway and Ballast
699
^t. Track 8 Roodbed
V. Ongifiol Ground Line
Portion of embankments in
excess of 20' below lub^rade
shall been 3^1 slopes
Fig. 3 — Typical embankment section, M-K-T Fort Gibson
Reservoir relocation.
k-
TrocH a Roodbed
Fig. 4 — Typical cut section, M-K-T Fort Gibson Reservoir relocation.
T.\BLE ?< — M-K-T Railway — Construction Soil Tests, Fort Gibson Relocation
Samplt
No. Location
Soil
Type
Field
Density and
Lb/Cu Ft.
Dry Weight
Mirixturc
%
Standard
Lb/Cu Ft
Moi.'<liar
%
Prrcrnl
Com-
paction
I'crrenI
Required
371
402
Flat Rock
Flat Rock
Clay
Clay
Clay
Clay
Clay
Clay
Clay
Clay
Clay
92.0
100.6
98.4
95.6
98.5
101.3
99.7
91.2
104.3
19.9
21.3
22.8
23.3
23.3
17.4
21.0
26.7
14.6
99.6
101.7
101.7
96.8
102.6
106.8
101.5
94.2
108.2
21.1
22.1
22.1
22.0
21.7
18.1
21.6
24.9
15.4
92.4
98.9
96.7
98.7
9().0
94.8
98.2
96.8
96.3
90
90
439
443
384
427
icr.
102
162
Flat Rock
Brush Creek
Brush Creek
Brush Creek
Choteau Creek
Choteau Creek
Choteau Creek
90
90
90
90
90
90
90
700
Roadwav and Ballast
Table 4 — M-K-T Railway — Fort Gibson Relocation, Selected Soil Tests
Field
Liquid
Plastic
Density
Moisture
Standard
Moisture
Percent
Percent
Sample
Location
Limit
%
Limit
%
and Lb/
CuFt
%
Lb/Cu Ft
%
Com-
paction
Required
480
Flat Rock
28.0
22.0
105.4
15. -1
110.0
15.7
95.8
90
490
Flat Rock
23.6
17.8
103.0
15.9
110.0
15.7
93.6
90
504
Flat Rock
29.5
22.5
90.2
16.9
105.0
15.7
91.1
90
475
Brush Creek _
31.5
11.7
100.1
16.9
105.6
15.7
94.7
90
000
Brush Creek _
32.0
23.0
95.4
17.7
102.2
18.2
93.3
90
570
Brush Creek..
33.0
23.2
97.4
18.7
106.2
18.1
91.7
90
545
Choteau Creek
26.0
21.0
107.0
15.8
110.0
15.7
97.3
90
562
Choteau Creek
31.5
22.0
98.0
17.9
106.5
17.1
92.0
90
528
Choteau Creek
25.5
20.0
98.6
19.2
106.5
17.1
92.3
90
To hold additional construction costs at a practical minimum, a search was made
for acceptable selected material in the vicinity of the realinement. The topsoils available
to a depth of about IS in over the clay borrow pits showed plasticity and swelling char-
acteristics sufficiently favorable for use as selected material and were so designated. The
various test data for this material are shown in Table 4. To obtain this material it was
necessary to strip the pits and stockpile; this resulted in some additional cost because
of the second handling required. At 60 cents per cu yd the total additional cost for the
project is $76,200.
The first section of the project went into operation in the summer of 1953 ; the
other two later in the year; but by November 1954 all had been in service over a year.
From inspections and reports from the railroad, maintenance on this relocation has been
limited to spot work. In general, the maintenance in excess of that required for adjacent
track would not be over 10 percent. Special speed restrictions were in effect at the start
Fig. 5 — Fort Gibson revision, open cracks developed during dry season.
Roadway and Ballast
701
of operation for two weeks, at the end of which time they were raised for another two
weeks and then removed entirely.
Because of the continuous dry weather and the shrinkage and swelling characteristics
of the clay, several longitudinal cracks have opened to a width of 2 or 3 in near
the shoulder line (Fig. 5). Heavy rains or a prolonged wet period would possibly affect
these areas adversely and result in some slips or sloughing of the slopes. Indications at
present are that this will not affect the track as these cracks are well outside the ballast
line. Such occurrences will require additional maintenance to restore shoulder and width
of grade.
The comparison of this project with the Pottsboro-Sadler revision as regards main-
tenance is very striking. If the present performance continues, the additional cost of the
soil engineering features have been repaid many fold.
KO&G Relocation
A further illustration of the possible value of soil engineering can be cited in this
same vicinity. The Kansas, Oklahoma & Gulf Railroad was relocated approximately IS
miles for the same reason; this relocation was built by the Corps of Engineers and
incorporated the same procedures as to compaction and moisture control as on the Katy
Railroad. However, no soil tests were made independently, and no selection of materials
was attempted. A foot of chat ballast, % in maximum size, was placed under the ties
after the track was laid. No sub-ballast was specified.
This project has been in service for over two years and maintenance expenditures
have been practically double that for adjacent track sections. In addition, considerable
ballast material has been required, and slow orders of 20 to 25 mph are still in effect
over portions of the revision.
Pockets are developing at a rapid rate as evidenced by squeezes at the center line,
and particularly beyond the end of the ties. It is estimated at present that 25,000 ft,
practically 5 miles out of 15, are adversely affected. To restore normal traffic conditions
on this revision a considerable program of stabilization, probably by pole driving and
pressure grouting, is contemplated.
The above projects have been selected for this report as most striking examples
of the value of soil engineering in railroad construction. In many cases and under many
conditions the use of moisture and density control alone will produce acceptable sub-
Fig. 6 — Typical embankment section, KO&G Fort Gibson
Reservoir relocation.
702 Roadway and Ballast
grades (See Part 2 of this report) . This is dependent upon soil characteristics to a very
great extent. For most construction projects the cost of soil investigation is relatively low
and may yield big dividends through maintenance savings. Selection of soil normally
encountered in grading operations can often produce great benefits at very little extra
construction cost. In addition to the selection of material for the roadbed, the stock-
piling and use of the topsoil for surfacing cut and fill slopes can also be of great benefit
in the promotion of vegetation and the reduction of slope erosion and ditch cleaning costs.
Part 2
Illinois Central Relocation at Grenada Reservoir
By Ralph B. Peck
Research Professor of Foundation Engineering, University of Illinois
Description
The construction of Grenada Dam across the Yalobusha River in north central
Mississippi required the relocation of about 11.5 miles of a single-track line of the Illinois
Central. The design for the relocation was made by the U. S. Army, Corps of Engineers.
Exploratory auger borings and 2-in undisturbed sample borings were made by the Army
Engineers at intervals of about 1000 ft. Soil tests were made by the U. S. Army, Corps
of Engineers, prior to construction, and additional tests were made during and after
construction by the railroad, the AAR, and the University of Illinois.
Construction was carried out in 1949 and 1950 by contract under the supervision
of the Illinois Central. Several inspections were made by the research personnel during
and after construction.
The new line involves a number of long fills approximately 20 ft in height across
alluvial bottomland, and several cuts through ridges of soft sandstone and shale of
tertiary age. Except for one cut of 45 ft, most of the cuts do not exceed 35 ft in depth.
The design and construction were in accordance with modern recommended prac-
tices, and the work was executed under careful inspection and supervision. Therefore,
the behavior of the project after completion has been systematically observed to learn
if beneficial results have been obtained by the procedures used. Although traffic is rela-
tively light, sufficient information has now accumulated after four years of service to
warrant an account of the project.
Fills
General. The subsoils of most of the fills appear to consist of an erratic combination
of alluvial deposits containing primarily silt, clayey silts, and sandy silt, with a few
inclusions of clay and sand. Borings, extending to depths of as much as 50 ft below the
bases of the fills, consistently encountered such materials. Some organic matter was
encountered, including a few buried trees. The materials were saturated. Since all the
fill materials were at least moderately pervious and no extensive deposits of plastic clay
were encountered, no difficulties were anticipated or experienced with respect to the
supporting capacity of the underlying material.
Fill Materials. Most of the fill materials were taken from adjacent cut areas or from
borrow areas above the bottomland. They consisted primarily of silt, sandy silt, and
clayey silt. Typical properties of the various fill materials are shown in Fig. 1. The
Roadwa\' and Ballast
703
\K^J
h:
s
k
\
s
a^-
^
A
^1
\
TO-
V,
V
ftn-
te
\
""■■
-~^
\
\
^
•"^JO-
1
^__
\
^30
'•«^
■"*«>
^i \
'^;
\
s
s
"1^
lr-s_
^30
20-
1
"^
^,
' '
2^
^===..
■~~
10
\
V
V--
--
-
~-
-
— ,
■^.
^..
.___
/
0.6 0403 02 0.1 0.06 004 0.02 0.01 0.006 0.002 0.001 0.0006 0.0002
Groin Diameter - mm (log scale)
SAND SILT CLAY
ylo.
Clossificotion
Liquid
Limit
Plastic
Limit
Plasticity
Index
Maximum Dry
Density lb /ft'
Optimur
Moistur
1
Sondy silt
23.0
15.2
7.8
106.0
170
2
Clay sand
25.1
15.4
9.7
117.5
13.3
3
Sandy cloy
34.5
14. 1
204
4
Cloy silt
41.4
22.9
18.5
107.0
16.4
5
Silty cloy
55.7
21.5
342
102.1
19.0
6
Silty sond
17.4
-
NP
117.5
12.6
7
Sand
-
-
NP
102.0
no
Fig. 1 — Characteristics of fill materials.
curves of grain size, the classification, and the liquid and plastic hmit values, have been
determined for representative samples of the various materials. Similarly, the values
of maximum dry density and optimum moisture were determined by means of standard
Proctor tests on representative materials of the same classifications. However, the samples
used for the density and optimum moisture determinations were not the same as those
for the classification tests.
The natural moisture content of the materials in the borrow pits was commonly
approximately equal to the optimum moisture content. Therefore, except during rainy
seasons, little difficulty was experienced in placement of the fill.
The excavation was done largely with scrapers or carryalls that deposited the soil
in thin hits having a compacted thickness of 6 in. Compaction was obtained by sheep-
foot rollers loaded to exert a pressure of about 400 lb per sq in on the tamping feet.
Furthermore, the path of the hauling vehicles was varied over the top of the embank-
704
Roadway and Ballast
raent. Water content control was practiced. Each lift was subjected to moisture content
and density determinations in the field. Field compaction was generally in the range
of 95 to 100 percent.
In a few localities a silty clay shale was encountered. This material had a dry density
of about 60 lb per cu ft, a natural water content of about 44 percent, and a liquid limit
of about 90 percent. Therefore, it was considered unsuitable for filling material and
was not incorporated in the embankment.
Behavior. In general, the behavior of the fill sections has been satisfactory. No
instability of the base of the embankment has occurred. The fills themselves have also
been stable. Subsidence of the alluvial material beneath the fills was anticipated, and was
measured by the installation of eight settlement plates at various locations where the fill
had the maximum height of about 20 ft. The maximum settlements of these plates has
been about 0.6 ft. Most of this subsidence occurred in the first two years.
The original top width of the fill was 22 to 24 ft, and the side slopes were 1^
horizontal to 1 vertical. Because of the generally silty nature of the fill and the intense
rainfall that occurs at certain times of the year, gullying of the slopes has been pro-
nounced on several of the fills. The gullying has been of little consequence where a
growth of vegetation has been obtained, but on bare slopes the fills have locally been cut
back close to the ends of the ties and have required building out.
Cuts
Construction. Most of the cuts, particularly the shallower ones, were excavated
through relatively soft thin-bedded shales. In general, the cuts had a bottom width
of 40 ft and side slopes of I^ horizontal to 1 vertical. Although no slope protection
was provided for the cuts in shale, no difficulties were encountered during construction,
and no serious erosion has occurred since that time. These cuts appear to be entirely
stable (See Fig. 2).
Several other cuts were excavated in slightly cohesive sand. The degree of cementa-
tion was hardly sufficient to justify terming the material sandstone. One of these cuts,
known as the Torrance cut, was the deepest on the line and led to considerable difficulty
both during and after construction. ,
Fig. 2 — 11/^:1 cut slopes in sandy clay and soft shale.
Roadway and Ballast
70S
The north portion of this cut had a length of about 500 ft and a depth, according
to the original plans, of about 45 ft. In the excavation free water was encountered about
5 ft above final grade. Attempts to dig ditches along the sides of the cuts were not
successful, partly because the sand was in a quick condition, and partly because daily
rains washed silt and sands down from the slope. The difficulties indicated the necessity
of predrainage of the area before construction, or of revising the grade. The latter was
adopted, and the depth of the cut was reduced to 40 ft, but subdrainage was later
installed also. The side slopes were established at IJ^ horizontal to 1 vertical, and a
10-ft, nearly horizontal, bench was established at a height of about 10 ft above the
base of rail. A second bench was estabhshed of the same width about IS ft above the
first. The purpose of the benches was to provide berms for collecting water descending
the slopes in order to prevent erosion. After the grade revision, and drainage, the cut
was completed with only minor difficulty.
Behavior. During the first wet season after construction of the cut, extensive gully-
ing of the slopes occurred. Water cut through the benches in various places to the
extent that the contours of the slopes were seriously modified and sand accumulated in
the ditches beside the tracks to such an extent that the ballast section was locally covered.
As a consequence, the slopes were resurfaced in 19S0 to uniform slopes without benches
of 3 horizontal to 1 vertical. A serious effort was made to establish a growth of grass
by means of sodding. The growth of vegetation was relatively successful, and a satis-
factory stand of grass was obtained.
Nevertheless, the grass was not adequate to prevent erosion. Gullies began to form,
working upward from the ditches into the sand and creating, on a miniature scale, ver-
Fig. 3 — Slope erosion in sandy cut.
706 Roadwaj' and Ballast
tical columns and pinnicles similar to badland topography. Efforts to fill the gullies with
brush to prevent the erosion were not successful. It appears that the slopes will gradually
be eroded from the bottom until they are nearly vertical, and wide flat areas will remain
near the elevation of the track. The establishment of drains below ditch level has had
considerable success in avoiding general instability of the slope, but has not had any
influence on the gullying. (See Fig. S).
Subgrade
The subgrade of the revision was capped with a sand-clay-gravel sub-ballast.
Throughout the revision the subgrade has performed satisfactorily, with the exception
of five or si.x spots where ballast pockets have developed. It appears that the sub-
ballast was hauled onto the grade when a few of these areas were still soft. It is probable
that enough displacement occurred at that time to permit the collecting of water, and
that development of pockets has since been progressive.
Some of the material below the sub-ballast was of quite plastic nature. At one place
where a major pushout occurred, the soil was found to have a liquid limit of about
80 percent and a plastic limit of about 37 percent. The material was found to consist
of about SO percent montmorillonite, with the remaining 50 percent being composed of
about equal amounts of illite, kaolinite and quartz. Calcium was the dominate exchange-
able base in the montmorillonite. The presence of such highly plastic materials unques-
tionably favored the development of soft spots.
The general effectiveness of the sub-ballast seems to be demonstrated by the small
number of ballast pockets that have formed, considering the plastic nature of some of
the subgrade material.
Conclusion
In general, the construction of the revision has been highly satisfactory. The com-
pacted fill has been entirely stable, and the construction was carried out with little
difficulty.
The most troublesome aspect of the revision to date has been the erosion of the cut
slopes in slightly cohesive sand. The slopes now being assumed in the cuts, as a result
of natural forces, would seem to indicate that such material might preferably be excavated
on nearly vertical faces to present as small an area as possible for the collection of
precipitation.
Report on Assignment 6 (b)
Construction and Protection of Roadbed Across Reservoir
Areas : Specifications
The construction and protection of roadbed across reservoir areas present many
different problems and an analysis of these problems can best be made by subdividing
the subject into four phases, as follows:
1. Determination of wave heights.
2. Determination of wave forces.
3. Construction of embankment and roadbed.
4. Construction of embankment protection.
These phases can now be handled as individual items, and methods outlined for each
separately.
Roadway and Ballast 70?
A. DETERMINATION OF WAVE HEIGHTS
The study of wave action is not new. Engineers and mathematicians have struggled
with this problem since the time of Leonardo de Vinci, and as early as 1802 Franz V.
Gerstner obtained an exact solution of the equation of motion for deep water waves.
Through subsequent years other investigators have studied the problem from which the
well known empirical formulas of Stevenson, Golliard, Molitor, Creager and others have
..'volved.
However, the accuracy of the measuring equipment of the early investigators was
not adequate and the manner in which the data were obtained did not permit accurate
determination of wave heights or the magnitude and distribution of pressures, and there
is little conclusive evidence confirming the accuracy of the various empirical formulas
when applied to reservoir situations.
In 1942, H. V. Sverdrup and W. H. Munk of the Scripps Institution of Oceanography
were commissioned by the U. S. Air Force to study forecasts of sea and swell in con-
nection with the planned invasion of North Africa. Their investigations resulted in ex-
pressions for wave height and period in terms of wind velocity, wind duration and fetch,
from which accurate forecasts can be made.
The original investigations of Sverdrup and Munk applied only to deep water ocean
waves, and are of questionable value when applied to small bodies of water.
The University of California, under the direction of C. L. Bretschneider, studied
the problem of wave action at Clear Lake and Abbots Lagoon in California, and Bret-
schneider has expanded the original Sverdrup and Munk relationships to apply to inland
lakes and reservoirs.
The Bretschneider expression for the significant wave height in deep water is:
fl'^ 0.045 UF'-'^
in which H = Significant wave height, from trough to crest, in feet.
F = Fetch, or distance over which the wind blows, in miles.
[/:=: Velocity of wind, in miles per hour.
The expression for the significant wave height in shallow water is:
H — 0.134 V"-^ <f'^
in which H and U are as stated above, and d is the depth of the water in feet.
For statistical purposes, the significant wave height is defined as the average of the
highest one-third of the waves.
From an analysis of wave records at three locations along the California coast, it
was found that the average value of the daily maximum wave height was 1.87 greater
than the significant wave height. Later observations taken at Texoma Lake on the Red
River, in Texas, and at Lake Okeechobee, in Florida, confirms that average value. There-
fore, the height of the "design" wave shall be taken as 1.87 times the significant wave
height.
For a given fetch there exists a minimum duration for which the fetch and dura-
tion curves give the same wave height. If the duration is less than this minimum, the
wave heights are determined from the duration curve ; if the duration is greater than
this minimum, the wave heights are determined from the fetch curve.
The expression for duration is:
708 Roadway and Ballast
2 45 770.778
ryo-esa
in which F and U are as set forth above, and
D is in hours.
The solutions are given in Fig. 1.
Knowing the wind velocity and duration, and fetch length, enter the left of Fig. 1
and proceed toward the right along the wind velocity horizontal until the duration or
fetch length is reached first, then read off the appropriate significant wave height.
As the wave height given by Fig. 1 is the height from trough to crest, and as the
orbit of the wave extends from one-fourth to one-third of the total height below still
water level, the height above still water level shall be taken as 0.75 of the total height.
Still water elevation shall be determined as follows:
(a) For flood control reservoirs having uncontrolled spillways, the still water ele-
vation shall be taken as the elevation produced at the site by a flood crest
reaching the elevation of the spillway crest.
(b) For multi-purpose reservoirs having controlled spillways, the still water ele-
vation shall be taken at the elevation produced at the site by a flood crest
reaching the top of the spillway gates.
All available synoptic weather maps and other pertinent data for the area should
be studied and the wind direction, probable maximum velocity, duration and fetch
determined.
B. DETERMINATION OF WAVE FORCES
As with the study of wave heights and wave action, the forces on shore structures
caused by breaking and non-breaking waves have been a subject of study for years.
The better known works are those of Gerstner, de St. Venant, Flamant, Lira, d'Aurie,
Sainflou, Gourret and Iribarren.
For a complete discussion and comparison of the results of these theories, reference
is made to "Wave Forces on Breakwaters", by Robert T. Hudson, Transactions of the
American Society of Civil Engineers, Vol. 118, page 653.
The only extensive studies of this problem which have resulted in generalized criteria
applicable to many situations were made by Ramon Iribarren Cavanilles. The original
Iribarren formula, which fixes the slope and size of stone necessary to resist wave action,
is in metric form. Converted to English units it becomes:
C (0.305 HYd
(cos fl-.sin aYiOmtd-l)"
in which W c= Weight of individual stones in pounds.
Cc= Coefficient with values of 0.529 to 0.670.
/fi^ Design wave height in feet,
a = Angle of slope with the horizontal.
<f= Density, or weight of stone per cubic foot.
The coefficient 0.529 is satisfactory for riprap dumped from trucks and built up in
layers from toe to slope.
Roadway and Ballast
709
JS •^' -^ (O r^ <^
710 Roadway and Ballast
C. CONSTRUCTION OF EMBANKMENT AND ROADBED
The embankment shall be constructed in accordance with the provisions of the
"Specifications for the Formation of the Roadway", Chapter 1, Part 1 of the AREA
Manual.
That portion of the embankment which will be submerged shall have side slopes not
less than 3 to 1, and no material shall be used in the embankment which has a liquid
limit in excess of 60 as determined in accordance with ASTM Designation D 423-39,
Standard Method of Test for Liquid Limit of Soils.
The width of the roadbed, side slopes, prepared ballast and subballast shall be in
accordance with the standards of the Railway Company.
D. CONSTRUCTION OF EMBANKMENT PROTECTION
1. General
The protection shall consist of dumped riprap of thickness as hereinafter specified,
placed on a filter blanket of gravel or crushed rock. The protective covering shall extend
from the natural ground surface at the toe of slope to heights as specified, but shall not
be less than 4.0 ft above still water elevation.
2. Freeboard
The riprap protection shall extend to a vertical height above still water elevation
equal to 0.75 of the maximum design wave height, plus a distance to provide for run-up
equal to 0.40 of the wave height.
3. Filter Blanket
A filter blanket composed of gravel or crushed rock not less than 4 in and not more
than 12 in. in thickness shall be placed on the embankment slope to form a backing
for the riprap protection. The filter material shall be reasonably well graded within the
following limits:
Percent by
Sieve Size Weight Passing
3" 100
114" 40-60
3^" 0-10
4. Riprap
Riprap stone shall meet the quality requirement of the Specifications for Riprap
Stone in Chapter 1, Part 1 of the AREA Manual. Stone equal to or larger than the
theoretical weight computed by the Iribarren formula, with a few larger stones up to
twice the weight of the theoretical size, shall make up SO percent of the rock in weight.
The gradation of the lower SO percent shall be selected to satisfy the requirements
between the riprap and filter blanket. Within these limits the gradation from largest to
smallest sizes shall be quarry run.
5. Littoral Currents
Where waves will impinge against the embankment at an oblique angle and then
break, a longshore component of the breaker velocity will result. Consequently, a littoral
or longshore current is established in the direction of this component. It is this littoral
current, combined with the agitating action of the breaking waves, that is the primary
factor in causing displacement of the riprap slope protection.
Roadway and Ballast 7JJ
For a long straight beach the strength of the littoral current has been found by
laboratory studies, supplemented by field observations, to be:
eP /I +3.45 Hu"^ sin a — 11
, . , 2.61 m H\, cos a
in which e =
TiO.024 C-"--^)
V = Littoral current in feet per second
m ^ Average slope of the embankment
Hb := Breaker wave height
a = Breaker angle
Tr^Wave period in seconds
C = Velocity of deep water waves in feet per second
After determining the deep water wave characteristics for the site, the breaker height
and angle can be determined from refraction diagrams constructed to show wave fronts
up to the point of breaking. With these variables known, the strength of the littoral
current can be calculated and the weight of the stones increased to meet the requirements.
6. Slopes
The side slopes shall range from 2^ to 1 to 4 to 1, to meet the requirements of the
Iribarren formula for wave heights and the available weight of stone.
7. Thickness of Riprap
The thickness of riprap shall conform, in general, to the following minima:
Wave Height Thickness of
in Feet Riprap in Feet
Up to 2 2.0
2 to 4 2.5
4 to 8 3.0
Greater than 8 3.5
Report on Assignment 8
Fences
Critical Review of All Methods of Preventing Snow Drifts
H. G. Johnson (chairman, subcommittee), W. G. Dyer, L. V. Johnson, L. R. Shellen-
barger, R. C. Young.
Last year your committee presented as information, for the purpose of solicitin;:
comments prior to submission for adoption and inclusion in the Manual, a report, con-
sisting of three parts (see Proceedings, Vol. 55, 1954, pages 655 to 663, incl.) :
Part 1 — Methods of Protecting Against Drifting Snow and Opening Snow
Blockades.
Part 2 — Specifications for Wood-Slat Portable Snow Fences.
Part 3 — Methods of Protection Against Drifting Sand.
As no comments or criticism have been received by your committee, all of this mate-
rial is now submitted with the recommendation that it be adopted and published in the
Manual.
712 Roadway and Ballast
In placing in the Manual the material on Methods of Protecting Against Drifting
Snow and Opening Snow Blockades, it is planned to divide it into two parts, placing that
material dealing with Protecting Against Drifting Snow at the end of Part 6 — Fencing,
of Chapter 1, with the heading "Methods of Protecting the Roadway Against Drifting
Snow." The material dealing with Opening Snow Blockades will be included at the end
of Part 1 — Roadway, of Chapter 1, with the heading "Methods of Opening Snow
Blockades."
The Specifications for Wood-Slat Portable Snow Fences will be placed at the end
of Part 6 — Fencing, of Chapter 1, and that material on Methods of Protecting Against
Drifting Sand will be placed in Part 1 — Roadway, of Chapter 1, immediately following
present material on Roadway Protection.
Report on Assignment 9
Reflectorized Roadway Signs
Collaborating with Committee 9 and the Signal Section, AAR
J. E. Chubb (chairman, subcommittee), M. B. Davis, Paul McKay, J. R. Scofield, J. C.
Woods.
Your committee presents the following report as information.
Types of ReHectorized Signs
As an aid in making roadway signs more readily distinguishable at night, the use
of refiectorizing materials may be considered desirable. In some locations where roadway
signs are used to convey information to the public, as in the case of grade crossing signs,
the use of reflectorized signs may also be required by law. This report does not include
any recommendations for the use of reflectorizing material for signs, but reference is made
to the recommendations contained in the Association Manual, pages 9-2-3 to 9-2-7, incl.,
pages 9-3-7 to 9-3-13, incl., and 9-4-4, 9-4-5 and 9-M-6, covering its use on roadway
signs affecting highway traffic.
There are several different types of reflectorized signs on railways, and this report
includes a brief description of each, with some discussion concerning their advantages and
disadvantages.
Signs Employing Reflector Buttons
These usually have the letters or other characters used in the sign's message formed
by groups or clusters of small reflector buttons, each of which is a reflective unit and is
placed on the sign individually. Such buttons are usually made of transparent plastic or
glass of a desired color (or without color) in which either the front, or more often the
back, side is moulded in a specific shape to give it the desired reflective properties. In-
cluded in this type, in addition to the single unit button or "cat-eye", are reflectors
which could better be described as discs, usually having a flat front surface instead of the
curved front surface of the true button. They are used in a range of sizes from those
only a fraction of an inch in diameter to areas several inches in diameter, as in the case
of speed limit signs and switch targets. Reflector buttons have the advantage of a very
high reflective property because of the precision with which they can be manufactured,
and are of a very permanent nature except for actual breakage. A further advantage
of individual buttons is that they can be replaced in case of partial breakage or other
RoadwavandBallast 713
failure without having to renew the entire sign or area. Breakage is not as likely in
plastic as in glass, but the former is much more vulnerable to scratching when harsh
materials are used in cleaning. Disadvantages are that the use of buttons do not give
a continuous stroke letter or character when seen by reflected light, and the fact that
the larger area reflectors invite breakage from vandalism by appearing as a convenient
target. Where reflector button-type signs are to be used on signs at highway grade cross-
ings, reference should be made to the AAR Signal Section Manual, Part 43. Specifications
156-49, pages 1 to 4 incl.
Signs Employing Reflectorizing Sheet Materials
These usually have the front surface of the sign, or part of it, covered by one of two
types of a thin sheet of reflective material. One type has very small transparent beads
partially embedded in a clear plastic sheet base, and the other has the same type beads
entirely embedded in the base, both having a highly reflecting material, such as very
thin sheet aluminum or metal foil, on the back to give the reflecting property, while
the beads control the angle of reflection. The former of these two types of sheet reflective
material has no notable advantages over the latter and has several disadvantages. Obvi-
ously, its rough surface collects dirt and is difficult to clean, and, in addition, any film
of ice or water on the surface changes the reflective index of the beads and greatly
reduces the reflective property of the material as long as the film is present. The smooth
surface sheet material is not so affected. Probably the most outstanding advantages of
these types of material are: (1) The ability to cover part of the sign with colored trans-
parent films or opaque areas so that an unlimited variety of shapes and colors can be
obtained at comparatively low cost (the reflective materials can be obtained in any of
several bright colors or white, and the transparent overlays in any color, preshaped as
letters or other designs) ; (2) The fact that any desired reflective area of the sign,
whether it is the letters, the background, or some other shape, appears as a continuous
light in contrast to the reflector button type. Breakage is difficult, although much deform-
ity of the surface can destroy the reflective properties of the damaged area. Where reflec-
torized sheet material is to be used on the signs of highway crossing signal assemblies,
reference should be made to AAR Signal Section Manual, Part 276, Specification 255-51,
pages 1 to 5 incl.
Signs Employing a Sprayed On or Directly Applied Reflective Surface
The finished product in this type is very similar to the first of the two reflectorized
sheeting types discussed above, the difference lying in the manner of construction. In this
type, a binder coat of special material is applied to the sign and, before it dries, very
small, specially made, clear beads are sprayed on or otherwise applied to the surface
so they are embedded in the binder coat about half their diameters and remain there
after the binder coat has dried. These give a reflective property to the sign and the reflected
color is the same as the color of the binder coat, usually white. Economy and simplicity
of apphcation in the field are advantages of this type. Disadvantages are the same as
those discussed for the similar type of reflective sheeting material, and further that unless
the beads are skillfully distributed evenly over the surface "streakine.ss" in the surface
will result.
Methods of Reffectorizing Signs
Any discussion of types of reflectorizing materials must of necessity include at least
brief information concerning the method of applying the material to the sign, and this
has been done to some e.xtent in the preceding descriptions. The following information
714 Roadway and Ballast
will complete a general discussion of the several methods. For further details, reference
is made to a wealth of information available from the manufacturers of the various types
of materials in use.
Small reflector buttons to be installed individually on a wooden sign are made
with either a wood screw, nail or bolt extending from the center of the back of the
button for either driving or screwing into the wood, or by inserting the bolt through
a hole in the sign and fastening with washer and nut. The larger reflector types are
held in place in a metal frame, usually made with two or more fins drilled for fastening
to a wooden sign by screws, or to a metal sign by bolts or rivets. The reflector-button
type sign is also often made by applying manufactured metal letters or characters in
which the individual reflectors have been factory installed in the letters or characters.
The whole letters or characters, with several buttons in each, are then applied in one
operation. Application by bolts, screws or rivets is recommended for this type sign.
The use of adhesive material is not considered as satisfactory.
Reflectorizing sheet materials are attached entirely by adhesive bond to the signs
and the overlay discussed under this type may be fastened to the front surface of the
reflective material at the same time the latter is being bonded to the sign surface, in a
one-step process. Reflective sheet materials can be obtained with an adhesive backing
for direct application, but such types will not lend themselves uniformly well to surfaces
of different characters. The most permanent results can be obtained by shop application
with heat and pressure in machines specifically made for the purpose. This latter method
results in a practically indestructible bond between the material and the sign backing,
withstanding extremes of temperature, weather conditions and rough handling. The
economies of such a method depend upon the volume of work to be done. The materials
can be applied equally well to metal and wood, and the use of preshaped signs of extruded
aluminum for this purpose, especially for highway crossing signs, is growing in popularity
because of their lightness, resistance to corrosion, and small maintenance required after
erection.
Because of the manner in which application is made, the so-called spray-on reflec-
torizing materials discussed above lend themselves best to signs made from pressed
sheet metal, in which the letters, characters, symbols, and possibly the border, are pre-
shaped in the sheet metal. This permits application of two kinds. In one, the white
bonding material is rolled on the sign, which has been painted black, contacting and
remaining on only the raised portion. The beads are then applied to the bond, resulting
in a reflective white message or pattern on a black background. In the other method, the
entire sign is covered with the bonding material and the beads applied, after which a
black, opaque paint or special material is roiled over the sign, leaving black letters or
design on a white background. This type of reflectorizing can also be applied where
surfaces are not embossed by the use of stencils or masks, or by actually painting black
over a reflectorized white surface. In all cases, care must be exercised to apply the reflector
beads very evenly over the surface to avoid streaks when seen by reflected light.
Roadway and Ballast 715
Report on Assignment 10
Ballast
(a) Tests
(b) Ballasting Practices
(c) Special Types of Ballast
J. P. Dalesman (chairman, subcommittee), E. W. Bauman, A. P. Crosley, A. T. Gold-
beck, B. W. McCuskey, L. E. Rundell, C. D. Turley, I. N. Vaughn, 3rd, Stanton
Walker.
Your committee submits, as information, report under Assignment (a) Tests, in
two parts. The first part deals with different sizes of ballast placed for test, and the
second presents a further progress report of oscillator ballast tests.
Report on Assignment 10 (a)
Tests
Part 1
Test Installation on Chicago & North Western Railway
In July 1954 a test installation of three different sizes of slag ballast was made by
the Chicago and North Western Railway on its north or No. 2 main line, between
Maple Park and Cortland, 111., located approximately SO miles west of Chicago.
The ballast was placed under new ll5-lb rail, and at the location placed the rails
laid were pressure welded into lengths of 78 ft and 117 ft.
The three different sizes of ballast placed were AREA Specification No. 3, sizes 2 in
to 1 in; AREA No. 4 sizes 1^ in to 54 in> and AREA No. S, sizes 1 in to }i in.
The mile post location, together with a screen analysis and Los Angeles abrasion
test made at the .\AR Research Center, are as follows:
M. P. 50-52
Nominal Size IJ^ in-% in
Gradation:
Size No. 4
Screen AREA Spec.
Size — In Percent Passing Percent Passing
2 100 100
1^ 98.4 90-100
*1 12.8 20-55
Ya 1.6 0-15
Yz 0.8
Y& 0.8 0-5
Los Angeles Abrasion:
Percent Loss — 30.7
* Fails gradation specification for this size.
?16 Roadwav and Ballast
M. P. 52-53
Nominal Size 2 in-1 in
Gradation:
Size No. 3
Screen AREA Spec.
Size — In Percent Passing Percent Passing
lYz 100 100
2 100 95-100
■*iy2 31.3 35-70
1 4.5 0-15
V4 3.0
i^ 3.0 0-5
Vs 1.8
No. 4 1.8
Los Angeles Abrasion:
Percent Loss — 29.6
* Fails gradation specification for this size.
M. P. 53-54
Nominal Size 1 in-J^ in
Gradation:
Size No. S
Screen AREA Spec.
Size — In Percent Passing Percent Passing
1^ 100 100
1 100 90-100
54 93.2 40-75
^ 53.3 15-35
Vs 24.0 0-15
No. 4 2.0 0-5
Los Angeles Abrasion:
Percent Loss — 36.5
Maintenance costs, together with the service life of the three different sizes of ballast
placed, will be made available to the committee by the Railway at yearly intervals.
The following is the second progress report on the oscillator ballast tests now in
progress at the Association of American Railroads Research Center. A preliminary report
describing the tests was published in the Proceedings, Vol. 54, 1953, page 1140, and the
first progress report was published in the Proceedings, Vol. 55, 1954, page 663.
Part 2
Second Progress Report on Research Project on Ballasts
Synopsis
This is the second progress report on oscillator ballast tests now in progress at the
Association of American Railroads Research Center. These tests were set up to determine
the durability and stability of various types and gradations of ballast materials, with the
purpose of obtaining information which will help reduce ballast costs by the rational
selection of a material which will produce the best service record from available types
and gradations. At the time of this report tests have been completed on four ballasts.
Roadway and Ballast 717
Introduction
The oscillator ballast tests are under committee sponsorship and were started late in
1Q52. The work is being performed by the research staff of the Engineering Division of the
.Association of American Railroads, under the general direction of G. M. Magee, director
of engineering research, and under the guidance of Rockwell Smith, research engineer
roadway. The test installation and methods of test are described in detail in a preliminarx
report entitled "Research Project on Ballasts", which appears in .\REA Proceedings,
Vol. 54, 1053, pages 1140-1142.
Discussion
Tests have been completed on four ballast materials. These materials are: (1) crushed
limestone, IJ^ in— }4 in nominal size; (2) crushed air-cooled blast furnace slag IJ^ to % in
nominal size; (i) gravel 41-100 percent crushed particles, corresponding to AREA grada-
tion G-3, and (4) chat ballast which has 100 percent passing the lJ/2-in screen and 12
percent passing a No. 4 screen.
Before each new ballast is tested a representative sample of about 200 lb is selected
from the material to be tested and a complete screen analysis is run on this sample to
determine the original gradation oi the material. The ballast to be tested is then placed
in the 5 ft wide test section, as described in the preliminary report, and subjected to a
total of 60 million tons of loading. The loading is accomplished by the oscillator, which
sits on the test track directly over the test section. After completion of the oscillator test
the ballast is removed from the test section and a representative sample obtained by
quartering twice. This representative sample, which consists of about 20 cu ft of ballast,
is then subjected to a complete screen analysis. It is then possible to compare the original
gradation of the test ballast with its gradation after the oscillator test, and to determine
the amount of degradation.
In addition to the above mentioned tests a number of tests are run on samples
of the original ballast to determine various other properties. These tests include a specific
gravity and absorption test, sodium sulfate soundness test, and Los Angeles abrasion
test. These tests are all run in accordance with ASTM test methods.
Samples for the sodium sulfate soundness tests consist of three different sizes of
aggregates as follows: 300 grams No. 4 to K in, 1000 grams •% in to -34 in, and ISOO
grams % to l}^ in. After five cycles of the soundness test the loss for each of the three
sizes of aggregates is determined by re-screening over the sieve corresponding to the
minimum size for each size range. A weighted average loss is then computed for the
aggregate.
In addition to the usual determination of loss through the No. 12 sieve a complete
sieve analysis is run on the Los Angeles abrasion samples after the test.
A group of tests are run on the fines (-No. 40) obtained from the screening of the
ballast sample after completion of the oscillator test. These tests include the Atterberg
limits, a permeabiHty test of the falling-head type, and a cementing value test. The
cementing value test is an unconfined compressive strength test run on specimens molded
in a l}i-'m by 1^-in by 2%-in spht mold. The water contents at which the samples are
molded correspond to that required to produce a neat cement paste of normal consistency
as required by the ASTM specification for running Tensile Strength of Hydraulic Cement
Mortars. The paste is worked down in the mold with a spatula to eliminate air pockets.
The molded samples are then moist cured for 1, 7, or 28 days and are subjected to an
unconfined compression test at the completion of the curing period.
718 Roadway and Ballast
Test Results
The number of samples tested thus far is not sufficient to permit any pertinent con-
clusions to be drawn at this time.
Report on Assignment 11
Chemical Control of Vegetation
Collaborating with Signal Section and Communication Section, AAR
C. E. Webb (chairman, subcommittee), C. R. Bergman, M. W. Cox, L. J. Deno, H. S.
Leard, J. R. Scofield, W. O. Trieschman, A. A. Winter, R. C. Young.
For the last two years your committee has presented as information results of inves-
tigations made by the research staff of the Engineering Division, AAR, in connection with
this assignment. The following report is divided into two parts. Part 1 is a resume of
the research at Iowa State College, the University of Florida, and Montana State College,
sponsored by the committee and directed by the personnel of the institutions as noted
in the report. Part 2 is a resume of some field investigations on various roads made by
the research staff, AAR, under the general direction of G. M. Magee, director of engineer-
ing research. The field work for the research staff, supervised by Rockwell Smith, research
engineer roadway, was performed largely by J. A. Fellman, test assistant roadway, who
prepared the report on this work.
Both parts are presented as information.
Part 1
Fourth Annual Report on AAR Cooperative Weed Control Project^
W. E. Loomis, E. C. Rodgers, R. L. Warden, and R. E. Frans'
Expanded research in the 19S4 season, plus continuing observations on repeat treat-
ments and on the carry-over effects of former treatments, gives us the best basis so far
available for estimating the effectiveness of various herbicides under railroad conditions.
The general conclusion is that the control of roadbed and right-of-way vegetation is a
maintenance problem which requires the continuous attention of trained personnel and
generally more money than is now allocated to the project. We have found no indications
that vegetation can be permanently eradicated, even by the most expensive treatments.
Indeed, attempts to control all plant growth for a single season by one treatment may
not be successful or economical.
On the other hand, those railroads that are using the better available treatments
persistently, and with proper attention to timing and other factors, are obtaining satis-
factory control at costs that should average about $50 per mile per year, and not exceed
$100 under the more adverse conditions. The key to these results is uninterrupted atten-
^ This is a report of a cooperative project, supported in part by the Association of American
Railroads, between the Association, the Iowa and Montana Agricultural Experiment Stations, and the
Department of Agronomy, University of Florida, with the cooperation of local railroads in the three areas.
2 Respectively : Professor of Plant Physiology, Iowa Agriculture Experiment Station, Ames, Iowa;
Professor of Agronomy, University of Florida, Gainesville, Fla. ; Assistant Agronomist, Montana Agri-
cultural Experiment Station, Bozeman, Mont.; and Research Associate, Iowa Agricultural Experiment
Station.
Roadway and Ballast 719
tion and treatment. Postponement of weed control maintenance permits the build-up of
weed seeds on the track and invasion by hard-to-eradicate perennials. This indicates that
continuous control may be cheaper than intermittent, as well as more effective.
Multiple Problems
Roadbed vegetation may be classified in three groups: annual grasses and weeds;
perennial grasses; and perennial broad-leaf plants, including brush and vines. (Minor
species, as Equisetum, may be thrown with one or the other of the last two groups. 1
These are arranged in the approximate order of increasing difficulty of eradication,
although the grass-broad leaf problem will vary with species and conditions. While some
herbicides, as the newer oils, are active against all three groups, the different groups
represent separate problems in many instances.
Annual weeds may be controlled by burning or by any of several quick-acting
chemicals. Two difficulties are encountered: (1) Treatments are not repeated frequently
enough, seed levels are maintained, and no progress is made toward reducing the infesta-
tion; or (2) one or a few species escape a particular treatment and develop so rapidly
with decreased competition as to nullify much of the gain. Fireweed may escape chlorate
sprays, and ragweed recovered on some plots sprayed with oils the past season.
Effective control, even of annuals, requires repeat treatments or the use of longer
lasting and more expensive chemicals, such as the phenyl ureas. Even with these, late
plants may produce seed and establish new infestations. Plots treated with CMU at Ames
this year produced heavy seed crops of prostrate spurge, normally a minor weed, which
may be expected to be abundant next year. The heavy aromatic oils which we recom-
mended last year have continued to be effective, although, as noted above, some trouble
was observed with recovery of ragweed on plots sprayed only once. A more serious
problem was encountered, however, in the experience of one railroad that purchased
spray oil assumed to be equivalent to cur experimental heavy catalytic oil, number
L-8764. The railroad considered the results more satisfactory than burning, but it was
obvious from casual inspection of the area that the oil was too light, and the results
inferior to those obtained with L-8764. We suspect that purchases purely on the basis
of price will be incompatible with the obtaining of the best herbicidal oils, particularly
until more exact specifications can be written for these materials.
Our observation that one oil, reported to contain 35 percent of aromatics, was better
than a more expensive oil with 55 percent, has been confirmed. Experiments are under-
way to identify toxic fractions in oils more exactly. In general, aromatic compounds are
more toxic than aliphatic, particularly in speed of action, although the higher boilin?;
point fractions of the aliphatic oils show effective, slow-acting toxicity at rates of 100
gal an acre or more. It seems probable that some unidentified component in the higher
boiling point, aromatic fraction may be responsible for the good results obtained with
L-8764 and similar oils.
The results shown in Fig. 1 indicate the possibilities of oil sprays. This area was
heavily infested with brome grass, slough grass and other plants. Spraying twice a year
with 130 gal per mile (65 gal per acre) for two years has not only controlled annuals
and top growth, but has eradicated the brome grass and promises to kill slough grass,
one of the toughest plants in Iowa, within another year or two. On the basis of our
continuing results under varying conditions, we feel that a rate of 160-180 gal per mile
may be generally more satisfactory than the 120-130 gal used in our earlier experiments.
If these oils can be purchased for 11 cents the chemical cost of two sprays per year will
not exceed $40. As mentioned earlier, these oils are moderately dirty and greasy. At the
present time such oils should be purchased only on the basis of demonstrated phyto-
120
Roadway and Ballast
Fig. 1 — This plot was sprayed 4 times in 2 years with a heavy aromatic
oil at the rate of 60-70 gal/A. A continuation of the treatment promises to
free the roadbed of the plants, mostly perennial grasses, originally present.
toxicity. The most effective oils in our tests have been from midcontinent crudes, catalytic
recycle, with endpoints between 700 and 725 deg F. Other things being equal, a high
aromatic content is desirable, but an oil with the same endpoint and SO percent aromatics
has been slightly less effective than a 35 percent oil. One suspects that a variation in the
cracking process has influenced the proportions of some particularly active fraction in the
two oils. Attempts to identify these materials will receive major attention during the
coming year.
The development of an effective and commercially practical repellent would return
sodium arsenite to the list of relatively inexpensive chemicals for use on annual weeds.
Two materials tested the past year were completely repellent to sheep and effectively
so to cattle under Iowa conditions. Sheep did not even graze near the areas sprayed with
arsenic plus repellent. Cattle nibbled at the treated vegetation, then moved on to other-
wise less desirable, untreated areas. Extensive tests will be necessary before general rec-
ommendations can be made, but good kill of annual weeds was obtained with as little
as 80 lb of AS2O3 per mile (40 lb per acre) when applied as sodium arsenite with an
effective wetting agent. The wetting agent makes the arsenic a contact killer and reduces
difficulties due to soil and climatic conditions.
Perennial Grasses
Grasses are possibly the most objectionable roadbed vegetation because of their
dense, succulent growth and their tendency to build soil and hold moisture in the ballast.
It should be recognized, however, that grasses are very effective competitors, and their
removal may have the effect of releasing other species that were previously unnoticed.
Roadway and Ballast
721
Trichloroacetic acid (TCA) , and its methylated analogue, Dalapon, are primarily grass
killers. Sodium chlorate and the phenyl ureas, such as CMU, are also effective against
grasses. We have used an application of 40 lb TCA and 80 lb chlorate to the acre as a
standard treatment for perennial grasses on the roadbed. TCA, 30 lb, plus 120 lb of
chlorate, gives equivalent results at about the same price. These combinations cost about
S50 per mile, and must be repeated once or twice where vegetation is heavy and resistant.
Also, these chemicals may be leached away by heavy rains and decompose fairly rapidly
in the soil, so that an early application to control quack or Bermuda grass will not
prevent late reinfestation by annual weeds and grasses. TCA-chlorate sprays started in
January or March and repeated at 60-day intervals were the most effective treatments
on Seaboard track at Gainesville, Fla., this year (Fig. 2), but a single application of
TCA-chlorate, plus 10 lb of CMU, was cheaper and nearly as effective. In the last two
years at Ames the effectiveness of some TCA-chlorate sprays has been reduced by rain.
Treatments of 10 lb CMU and 80 lb chlorate made at the same time have resisted the
leaching effects of the rain and have controlled late annual weeds without a second treat-
ment or burning. The CMU mixture has cost about SO percent more than the TCA. Half
of this difference is recovered by avoiding a late summer follow-up treatment, and the
remainder may be considered insurance against weather hazards under Iowa conditions.
There still remains the difficulty that CMU is a wettable powder rather than a solution,
but the suspensibility of the product is being improved, and if the price can be brought
down again, CMU 10 lb-chlorate 80 lb per acre, or some similar mixture, could become
a standard of comparison for spraying grassy track.
The value of adding chlorate to phenyl urea sprays has been questioned on the
grounds that the ureas are general killers and that one-half pound of chlorate per square
,♦ X"^ » f^ifW
Fig. 2 — Control of resistant roadbed vegetation in Florida with four
applications of TCA, 40 lb-chlorate, 80 lb. It should be possible to keep
this track clear with 2 treatments a year after the first year.
722 Roadway and Ballast
rod can have little effect. In spite of pot tests showing near universal toxicity for CMU,
for example, some species escape treatments made in the field, and the small quantity
of chlorate may help in controlling plants resistant to CMU and its dichloro analogue
DMU. Since both of these compounds, particularly the second, are only slightly soluble,
chlorate may penetrate and act upon the roots while the phenyl urea is held near the
surface. This effect was shown this year in a test on a brome grass-alfalfa meadow.
Ten pounds of CMU killed 97 percent of the brome and only 61 percent of the deep
rooted alfalfa. With 80 lb of chlorate added, the figures were 99 and 95 percent. Results
in a track test at Ames are shown in Table 1. The early treatment with TCA-chlorate
was washed out. CMU, 10 lb-chlorate 80 lb, was equal to CMU 20 on an average, and
better in controUing some types of regrowth.
Table 1 — CMU in Herbicidal Comparisons at Ames, 19S4
Percentage Control on September 23
Treatment Appl.May Appl.July Average
TCA, 40-Chlor., 80 27 69 48
CMU 10 80 61 70
CMU 20 88 74 81
CMU 40 89 86 87
CMU, 10-Chlor., 80 78 85 81
At Gainesville Fla., CMU alone was poor in 1952, very good in March 1953, and
poor again this year. Different areas have been used each year. This year CMU at 10 Jb
was added to 40-80 TCA-chlorate with some gain. CMU was not used with chlorate
only. At Bradenton, Fla., 30 lb of DMU or 40 lb of the more soluble CMU controlled
Bermuda, whereupon a vigorous growth of trumpet and red vine invaded the track
from adjoining, unsprayed areas. In contrast, very few vines invaded the Bermuda grass
checks (Fig. 3.)
Timing is vital in controlling grasses at reasonable cost. March, April and May
have been the best months for spraying quack and brome grasses in Iowa, with June
fair, and treatments after the middle of July generally ineffective. Last year, only the
March treatments were fully satisfactory in Florida. This year, applications in January,
March and June were compared. The order of effectiveness was generally March, Janu-
ary, June. In Montana, September applications, before freeze-up, have given exceptional
results in a single trial. We suspect that this response reflects favorable moisture condi-
tions for movement and action of the herbicides during the early spring. We showed in
other research 20 years ago, however, that chlorate is effective in fall applications, pro-
vided it is not carried below the rooting zone of the plants by fall rains.
Broadleaf and Woody Plants
TCA-chlorate or CMU-chlorate are soil-acting, general sterilants. As such they will
kill most broadleaf or woody plants, although their use for this purpose is not always
economical. The phenoxyacetates, 2,4-D and 2,4,5-T, are specific for these plants, but
their use is limited by the crop damage hazard. Late sprays, timed to avoid crop damage,
are likely to be less effective. The use of oil-emulsion carriers and low volatile esters
should aid in penetration and retention of these late, or very early, sprays and increase
their effectiveness. 2,4-D is of little value as a foliage spray when mixed with fortified
or aromatic oil, chlorate, arsenic, and other quick-acting chemicals which destroy the
leaves before the 2,4-D can penetrate into the plant. Dormant sprays are only a partial
Roadway and Ballast
723
Fig. 3 (Upper) — Untreated track at Bradenton, Fla., 1954; mainly
Bermuda grass. Lower — 40 lb CMU in April eradicated the Bermuda, but
vines are invading from the unsprayed sholders.
724 Roadway and Ballast
exception. Oils increase penetration through the bark of woody plants, but the less toxic
fuel oils will generally give better results than oils high in aromatics. A heavier oil than
is normally used would have theoretical advantages for either late summer, oil emulsion
sprays, or dormant sprays where these are used.
Where trumpet, dewberry and other vines are prevalent, a brush killer program
will be required to kill them. Fig. 3 shows that this spray must be applied to the shoulder
and fill, preferably before clearing grasses, etc., from the roadbed. A swinging boom with
a light canvas drag to keep down drift should be useful.
Summary
TCA-chlorate continues to give satisfactory results on grass and mixed vegetation
when rainfall conditions are favorable. Two to four treatments per year may be required
for heavy, resistant vegetation. CMU-chlorate has advantages in duration of control and
resistance to leaching that may offset its higher cost and greater difficulty of handling.
Medium heavy, catalytic cycle oils continue to be most promising for lighter jobs
and less resistant vegetation. We hope to have the assistance of oil companies and railroad
people this year in writing better specifications for such oils.
Repellents to be used with sodium arsenite sprays may increase the use of this
chemical at relatively low rates as a contact herbicide. More research is needed on late-
season, oil emulsion sprays with brush killers.
Weed control like that shown in Fig. 1 can be obtained for about $50 per mile
per year under present conditions. The control shown in Fig. 2 will cost $200 per mile
the first year and should drop to $50 to $100 thereafter.
Part 2
Chemical Control of Vegetation — 1954 AAR Report
Summary
The salient features of any investigation into the results obtained by chemical weed
control along railroad right-of-ways in the United States and Canada are the great varia-
tion in climatic conditions and vegetative populations throughout the country. Because
of these, for the purpose of this investigation, the United States has been tentatively
divided into seven large general regions. These groupings ar based mostly on climate
and vegetation. Observations of weed or bru.sh control were made on 21 railroads scat-
tered throughout the first 6 of these regions. The map. Fig. 1, shows the outlines of these
regions.
Observations this year have further substantiated the belief that there is no one
chemical panacea for controlhng vegetation. Each chemical can be considered as a tool
to be used in getting a job done. Consideration should be given to all factors involved
in choosing the right chemical tools for the type of job required. For example, an area
infested with perennial grasses requires a different type of treatment than an area covered
with annual weeds or deep rooted perennial weeds.
Another necessary factor is proper application. The proper chemicals may be used,
but careless application may produce poor results. The most common error is to reduce
the rate of application. If a planned treatment is at the optimum rate, a 20 percent
reduction in chemical used may reduce effectiveness by SO percent or more. If enough
chemical is not available to treat a whole line properly it would be better to skip areas
R o a d w a V and Ballast
725
m
\m
Fig. 1.
of least growth and concentrate on the most troublesome sections. While poor application
can upset a properly planned program, good application cannot make up for poor plan-
ning. Good over-all results have been observed where one man has been responsible
for the planning and proper execution of the entire program. This points up the need
for properly trained, conscientious men all along the line, who understand the job they
are trying to do. This applies to railroads doing their own spraying and to custom
applicators.
The chemicals most widely used in railroad weed control this year were sodium
chlorate and aromatic oils.
Observations have again confirmed previous indications that chlorate applied in the
spring just after growth has begun gives the best root kill. A good treatment, 160 lb per
acre, may last all season in the north, but in the south one or two repeat treatments may
be necessary. Oftentimes only a contact killer, such as oil, is needed as a follow-up treat-
ment. Under certain favorable conditions mid-season applications work well, but most
of the time too much of the chemical is used in killing the rank top growth to give the
desired root kill.
TCA-chlorate mixtures have been used extensively, and under the right conditions
are good grass killers. Many times, results with mid-season applications of TCA have
been very poor and unpredictable. During hot dry weather it would seem advisable
to replace the TCA with chlorate.
Herbicidal oils, usually obtained from a distillation process, with an aromatic con-
tent of SO percent or more, were used very extensively this year with varying results.
Where one treatment of oil was expected to replace a soil-sterilant type chemical, results
were disappointing. But where oils were recognized as contact killers to be repeated as
726 Roadway and Ballast
needed, results were satisfactory. In a number of cases some oils were reported to have
effected a partial root kill, especially when the weather was dry. Deep rooted perennials
seem to give the most trouble in oil treatments. Just what properties of an oil are
responsible for its herbicidal activity is not known, and much work is being done on
this subject. High boiling points, aromatic content, sulphur content, and source are some
of the things that are being checked.
A new grass killing chemical, Dalapon, (a,a-dichloropropionic acid) was used com-
mercially on railroads this year with promising results. Dalapon is translocated through
the leaves of grass down to the roots, so the vegetation should be actively growing at
time of application. When mixed with 2,4-D it has given good all-around control. Tt
appears to be very effective on Bermuda grass at rates of 40 lb or more per acre.
Formulas containing small amounts of arsenic were used this year as contact killers
with good results.
This past summer many sections of the country suffered drought conditions and
this usually prolonged the length of control of chemical weed treatments. Some treat-
ments that worked well in these areas this year may be less effective in normal years,
especially with light treatments.
Roadbed Treatments
Following is a summary of treatments observed listed according to regions.
Region 1
Sodium chlorate, used at the rate of at least 135 lb per acre and applied in late
April or May, has produced good results when applied for two or more years. This type
of treatment applied for four years has practically eliminated grass from the treated
area — mostly quack grass and bluegrass. Sometimes native annual weeds appear in August,
but usually they are not too troublesome. An oil treatment should clean these up nicely.
There are a number of species which are resistant to this treatment, namely: horsetail
(joint grass, scouring rush) milkweed, bindweed, smartweed (tanweed) and wild rose.
When a small amount of MCP (2-menthyl-4-chlorophynoxyacetic acid) is added to the
sodium chlorate it appears to increase the effectiveness of the treatment on some broad-
leaved weeds.
TCA-chlorate at the rate of 35 lb TCA and 70 lb chlorate per acre was applied in
mid June. Growth at this time was quite rank and some of the grasses had headed out.
The treatment was not too effective and regrowth was fairly rapid. Considerable rain
fell on some of the area and this may have affected the results adversely.
Region 2
Sodium chlorate with MCP applied at the rate of approximately 160 lb per acre
(1.5 lb MCP) in yards in June gave good one season control, even with normal amount
of rainfall, although toward the end of the season some annuals were seeding in.
A branch line treated with chlorate at 120 lb per acre in mid June gave very good
one season control. Shortly after treatment a drought set in and lasted most of the
summer.
A number of areas were treated with a mixture of arsenic, TCA and oil in June
or July. It was applied at approximately 57 lb arsenic, 15 lb TCA, and 50 gal oil per
acre. The treatment gave a rapid contact kill, and where rainfall was normal it lasted
3-4 weeks. In areas of drought results were good for 8 weeks or more.
Considerable quantities of various types of oils were used this season in this region.
Roadway and Ballast 727
One type used quite extensively was a very heavy oil with an endpoint around
750 deg F, pour point of 65 deg F, and 65 percent aromatics (also used in Regions 3,
4 & 6). This oil was very difficult to work with when temperature was under 65 deg,
and good coverage of dense vegetation was hard to achieve. Where branch lines had
been treated in June with 70 gal per acre results were spotty. Where sufficient coverage
was obtained, good control was achieved for 6 weeks. This oil coats the ties and ground
with a film that appears to retard regrowth. Where coverage was poor because of equip-
ment or characteristics of the oil, results were poor.
This same oil when applied in yards during warm weather, at 100 gal per acre or
more, gave good control for 2 months on weeds and grass. Milkweed, bindweed, and
horsenettle were the first to come back.
A lighter oil, end point 675 deg, pour point minus 10 deg F, SO percent aromatics,
was used with excellent top kill and good control for a month. Coverage even in dense
vegetation was good for a rate of 70 gal per acre. Where applied heavier it seemed to
penetrate down among the roots of grass sod with excellent control. In some areas the
addition of small amounts of 2,4-D gave better control of perennial broadleaved weeds.
Two other oils, one with an endpoint of 760 deg and 70 percent aromatics, the other
with an endpoint of 635 deg F and 50 percent aromatics, mixed with water and apphed
2 or 3 times as needed, controlled but did not eliminate vegetation for the season (also
used in Region 3).
Region 3
A mixture of Dalapon and 2,4-D, at the rate of approximately 44 lb Dalapon and
2 lb 2,4-D per acre, was applied in June on a yard. Vegetation was growing actively
and coverage was good. Season-long control was very good. In October the only species
that had made any appreciable regrowth was nut grass, and it had been controlled for
about 6 weeks. Horsenettle and clumps of broom sedge had made some regrowth. John-
son grass and Bermuda grass made a little regrowth only where the original infestation
was very thick. The 2,4-D had apparently killed the broadleaved weeds. Two tracks that
had not been treated were overrun with rank growth of weeds and grasses. The summer
was quite dry, which quite probably also reduced the regrowth.
On one line a comparison was made between two formulas of TCA-chlorate. One
contained % lb TCA to 2 lb chlorate per gal. The other, 1 lb TCA to 2 lb chlorate per
gal. They were applied at the rate of approximately 40 gal per acre in June. Each treat-
ment was effective for about 6 weeks. Shortly after treatment the heavier rate of TCA
appeared to be more effective on Bermuda grass, but after 6 weeks there was no apparent
difference in the treatments and regrowth was considerable.
A very heavy oil, with endpoint of 750 deg F and 65 percent aromatics (also used
in Regions 2,4 & 6) was applied once in May at the rate of 70 gal per acre. The weather
was warm and coverage was fairly good. Annual weeds and grasses were killed when
completely covered by the oil. The top growth of nut grass, Bermuda grass and Johnson
grass was killed, but after 6 weeks considerable regrowth was made from the roots.
Trumpet vine and briars were defoliated by the spray. Many of these plants were rooted
outside of the spray area and reinfestation started within a very short time.
On another line a different aromatic oil was used (endpoint over 720 cfeg F, 70 per-
cent aromatics) . It was mixed with water to try to increase coverage. Applications were
repeated up to three times as needed. Vegetation, including considerable amounts of
Johnson grass, horsenettle and briars, was controlled for the season (also used in
Region 2).
728
Roadway and Ballast
Fig. 2 — Not treated. Photo taken in October 1954. Compare with Fig. 3.
Fig. 3 — Treated in June 1954 with 44 lb of Dalapon and 2 lb of 2, 4-D
per acre. Photo taken in October 1954.
Roadway and Ballast 729
Reg^ion 4
Dalapon, 44 lb and 2,4-D, 2 lb per acre, was applied on a branch line in June. In
areas with susceptible crops nearby POP was substituted lor 2,4-D. The results were
generally good, but not as striking as those in Region 3. POP burns the tops of the
grass before the Dalapon can be translocated to the roots.
One application of the same heavy oil (endpoint over 750 deg, 65 percent aromatics)
as used in Region 3 was made with the same results (also used in Regions 2, 3 & 6) .
Application of 40 lb TCA and SO lb chlorate per acre was made in October in
Florida. This treatment gave good control for the entire winter season.
Region 5
Chlorate applied once a year for 4 years in May at the rate of 135 lb per acre has
almost cleared branch lines of vegetation. Spots of horsetail and smartweed (tanweed)
have been resistant to the treatment. Some annual plants may appear in late summer
but usually not enough to be troublesome. Much of the area had been covered with
perennial grass sod, but most of that has been forced out of the treated region.
Light burning repeated at 3 to 4-week intervals has reduced vegetation on branch
lines that were almost taken over by it.
CMU applied in May 1953 at the rate of 20 lb per acre on a branch line gave very
good two-season control of quackgrass, bluegrass and bromegrass. During the second
year growth of annual weeds and resistant broadleaved weeds, such as wild licorice,
milkweed, wild rose and bindweed, was very rank and covered much of the area.
Region 6
\ heavy oil (endpoint over 750 deg F, 65 percent aromatics) was applied once in
May at the rate of 70 gal per acre (also used in Regions 2, 3 & 4). Control was good
for about 6 weeks, and although the summer was very dry there was considerable
regrowth. It seems that much of the oil was used to kill cheat grass (called wild oat)
and wheat which were dying off naturally. Much of the regrowth was puncture vine.
An aromatic oil, with endpoint of around 650 deg F and about 50 percent aromatics,
was sprayed twice at the rate of 100-115 gal per acre. The first treatment was in June
and the second in August. The weather was very dry. The combination of two treat-
ments and dry weather did a fairly good job of controlling the vegetation. Coverage
was very good and both the early and late annuals were killed. Shallow-rooted peren-
nials and grass made very little regrowth, but deep-rooted perennials, such as bindweed,
reinfested the area appreciably.
A branch line that was quite heavily infested with weeds and grasses was treated
late in April with approximately 65 lb chlorate and 15 lb TCA per acre. This was fol-
lowed by an oil (endpoint above 740 deg F, 70 percent aromatics) treatment in Jul\-
at 70 gal per acre. It was warm and moist at the time of application, and a drought set
in a short time later. Even though the TCA-chlorate treatment was light, conditions
were so favorable that top kill was good; also the root kill was good on grasses that
were not too thick. The oil treatment killed the annuals that had seeded in and again
knocked down the perennials. The dry weather helped to hold down regrowth so that
in October the line looked very good, except where there had been heavy stands of
Bermuda grass. Horsenettle. bluestem grass, yucca and nutgrass also made some regrowth,
but they were not as prevalent as Bermuda grass. A close inspection revealed that cheat
grass and wheat seeds were germinating in considerable quantities and will probably
cover much of the area in late fall and early spring.
730
Roadway and Ballast
Right-of-Way Brush Control
Observations were made in late summer covering many areas in Canada where brush
had been sprayed in 1952 or 1953. There were a number of variations in the type of
chemicals used. The one that appeared to give the best results under average conditions
was 2 lb 2,4-D and 2 lb 2,4,5-T per gal, usually mixed at the rate of 1 gal chemical to
100 gal water. The amine formulations appeared to give as good results as the esters in
this area. Also, there was no difference in results with low volatile and regular esters.
On areas treated in 1952 with 50-50 mixture (2 lb 2,4-D and 2 lb 2,4,S-T in 100
gal water), where main species were poplar, elm, birch, willow, alder, cherry and hazel,
regrowth was slight. Many of the dead stems had fallen down and the remainder were
rapidly rotting. In many places it appeared that no brush had been present, but closer
inspection revealed that the dead stems had fallen down and were not visible to the
casual observer. There was some small regrowth from seedHngs, but these were receiving
much competition from weeds and grases that were covering the area. The kill where
only 2,4-D was used was good (about 70 percent compared with over 90 percent for
the mixture) , but briars and raspberries were not affected much.
On similar areas treated in 1953 with the same 50-50 mixture there was practically
no regrowth. Most of the stems were still standing, but they were rotting rapidly. There
were some seedlings coming up, but grass was growing on much of the area formerly
shaded by the foliage.
On sections sprayed in 1953 with the 50-50 mixture where other species, such as oak,
maple and ash, were present, the kill was not as pronounced. Oak and ash that were in
a position to receive good coverage showed very little regrowth, although they were
still alive; those toward the outer edge of the sprayed area had some regrowth. Red
maple was showing some regrowth throughout the right-of-way. These trees had regrown
to about 50 percent of their original size.
In Kentucky, brush was sprayed in 1953 with a 50-50 mixture of 2,4-D and 2,4,S-T,
100 gal water to 1 gal chemical. Species present were sumac, sassafras, elm, cotton-
Fig. 4— Brush treated in 1953 with 2 lb of 2,4-D and 2 lb of 2,4,5-T
per gal, mixed with 100 gal of vi^ater. Note that most of smaller brush on
right has fallen down.
Roadway and Ballast 731
wood, sycamore and oak. The kill was very good on everything but the sassafras and
oak. The oak was surviving, but regrowth was slight. Top kill was almost complete on
the sassafras, but sprouts from the roots had grown up to 6 ft. On some ditch banks
where the brush had been killed and the area burned in the fall, giant ragweed (horse-
weed) grew profusely this year. In many places it reached a height of 10-12 ft. On areas
like this, treatments before seed time, with 1 or 2 lb per acre of 2,4-D would eliminate
this tall growth and promote the growth of grasses and low growing weeds. These would,
in turn, hold back reinvasion by brush.
In Southern Indiana, brush was treated in August 1954 with a 50-50 mixtyre of
2,4-D and 2,4, 5-T, 100 gal water to 1 gal chemical. Observation at time of spraying
indicated coverage was very good. Inspection in the fall showed alpiost complete defolia-
tion, even on oak, ash, maple and sweetgum. An interesting feature of this job was
that in many places the sides of the berm were covered with trumpet vine and briars,
which were encroaching upon the track. These species were completely defoliated, with
no regrowth by fall, except directly next to the rail where the only coverage was from
drift.
Report of Committee 5 — Track
L. L. Adams, Chairman, A. F. Huber (E), W. E. Cornell,
W. G. Arn (E) Secretary, Vice Chairman,
H. S. Ashley L. E. Donovan E. R. Murphy
D. B. Barge, Jr. K. E. Dunn W. N. Myers
T. H. Beebe H. F. Fifield H. B. Orr
F. J. Bishop J. W. Fulmer M. P. Oviatt
M. C. BiTNER R. G. Garland J. S. Parsons •
W. R. BjORKLUND W. E. Griffiths C. E. Peterson
Blair Blowers V. C. Hanna S. H. Poore
J. C. Brennan M. J. Hassen J. M. Rankin
R. J. Bruce D. C. Hastings J. A. Reed
T. F. BuRRis A. E. Haywood M. K. Ruppert
H. F. Busch C. C. Herrick R. D. Simpson
M. D. Carothers a. B. Hillman R. C. Slocomb
E. W. Caruthers (E) J. P. HiLTZ T. R. Snodgrass
H. B. Christianson J. W. Hopkins G. R. Sproles
C. A. CoLPiTTS C. T. Jackson (E) R. E. Tew
E. D. CowLiN C. H. Johnson R. H. Timmins
H. W. Cox, Jr. C. N. King Troy West
F. W. Creedle T. R. Klingel J. B. Wilson
P. H. Croft R. E. Miller* M. J. Zeeman
Committee
(E) Member Emeritus.
* Died July 4, 1954.
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
See reports on Assignments 2 and 3.
2. Track tools, collaborating with Committees 1 and 22 and with Purchases
and Stores Division, AAR.
Offers, for inclusion in Manual, rail tongs for use with crane, Plan No. .^1-
54 page 7.^ =;
Progress report on track spike lifter, claw bar, track chisel, track gage and
tee socket wrench page 7.^. "5
3. Plans for switches, frogs, crossings, spring and slip switches, collaborating
with Signal Section, AAR.
Offers recommendation affecting Portfolio of Trackwork Plans page 737
Appendix 3-a — Service test of manganese steel casting in crossings at
McCook, 111.
Progress report, submitted as information page 747
.\ppendi.x 3-b — Service test of solid and manganese steel insert crossing,
supported by steel T-beams and longitudinal timbers.
Progress report, submitted as information page 74"
Appendix 3-c — Specifications for spring washers for use in special track-
work.
Final report, submitted as information page 752
733
734 Track
Part 1 — Crossing frog bolt tension tests page 752
Part 2 — Specifications and revisions suggested for later consideration as
recommended practice and publication in the Manual (Portfolio of Track-
work Plans) page 819
4. Prevention of damage resulting from brine drippings on track and struc-
tures, collaborating with Committee IS and Mechanical Division, AAR.
Progress report, presented as information page 820
5. Design of tie plates, collaborating with Committees 3 and 4.
Progress report, presented as information page 824
6. Hold-down fastenings for tie plates, including pads under plates; their effect
on tie wear, collaborating with Committee 3.
Progress report, presented as information page 836
7. Effect of lubrication in preventing frozen rail joints and retarding corrosion
of rail and fastenings.
Progress report, presented as information page 860
8. Field measurement of forces resulting from rail anchorage. Advance report,"
submitted and published in Bulletin 517, September-October 1954, page 283.
This assignment to be discontinued.
9. Critical review of the subject of speed on curves as effected by present-day
equipment, collaborating with AAR Joint Committee on Relation Between
Track and Equipment.
Progress report, presented as information page 878
10. Methods of heat treatment, including flame hardening, of bolted rail frogs
and split switches, together with methods of repair by welding.
Progress report, presented as information page 878
11. Means of conserving labor and materials, including the adaptation of sub-
■ stitute noncritical materials, and specifications for the reclamation of
released materials, tools and equipment, collaborating with Committee 3-A,
General Reclamation, Purchases and Stores Division, AAR.
No report.
The Committee on Track,
L. L. Adams, Chairman.
AREA Bulletin 521, February 19SS.
MEMOIR
l^apmonb €bgar JJliUcr
Raymond Edgar Miller, chief engineer of the Frog and Switch Department of the
Bethlehem Steel Company, Steelton, Pa., died on July 4, 1954. He was born in Wiconisco,
Pa., on January 30, 1890. After attending public schools of Wiconisco, he was educated
at Bucknell University, Lewisburg, Pa.
Mr. Miller joined the AREA in 1936 and was appointed as an Associate Member
of Committee 5 — Track, in 1938. He has served on Subcommittee 3, Plans for switches.
Track 735
frogs, crossings, etc., including track construction in paved streets, from 1938 to the time
of his death.
Mr. Miller was a registered Professional Engineer in Pennsylvania. He was also
much interested and active in the affairs of BPOE, of which he was a Life Member.
He was a faithful and valued member of the Evangelical and Reformed Church of
Colonial Park, where he resided. Mr. Miller is survived by his wife Jane, a daughter
Mrs. A. O. Birnie, a son Ralph H., three grandchildren, and one great grandchild.
During the years Mr. Miller worked with us on the Track committee, we learned
to look to him for constructive criticism, sound common sense, whole-hearted cooperation,
and friendly support. His many friends on the Track committee sincerely regret his
untimely passing and will miss him as a friend and fellow worker. The AREA has lost
a valued member.
Report on Assignment 2
Track Tools
Collaborating with Committees 1 and 22, and with the Purchases
, and Stores Division, AAR
C. E. Peterson (chairman, subcommittee), L. L. Adams, H. S. Ashley, R. J. Bruce, T. F.
Burris, E. W. Caruthers, W. E. Cornell, L. E. Donovan, K. E. Dunn, D. C. Hastings,
C. N. King, W. N. Myers, M. P. Oviatt, J. M. Rankin, R. C. Slocomb, Troy West,
J. B. Wilson.
Your committee submits the following recommendation with respect to the Manual,
for adoption:
Pages 5-6-9 to 5-6-25, incl.
PLANS FOR TRACK TOOLS
Plan 31-54— Rail Tongs for Use With Crane
This type of rail tong is in use on practically all railroads today. Therefore, it was
decided to include it in the AREA track tools plans to take the place of the former AREA
Rail Tongs for Use With Crane, which was eliminated from the AREA track tool plans
several years ago. Also, list new plan in index to plans on page 5-6-9. The new plan is
presented on page 736.
The following is a progress report, submitted as information. It is a continuation
of the progress report found in Vol. 55, 1954, page 701.
Track Spike Lifter
The new track spike lifter has been in test for one year on five different railroads
and found to be satisfactory.
Track Spike Lifter, Plan 32-54, has been prepared and will be recommended as a
new AREA track tool in the near future.
The tool is used to advantage to raise spikes in the turnout area, particularly at
the guard rail plates, switch plates, rail brace plates, frog plates, and in any location
where the standard claw bar cannot easily reach the spike head. It is also valuable
as a tool for use after derailments in the removal of spikes which have been damaged
736
Track
LIFTING RING.g'blA. BAR, MILD STEEL
OBLONG LINK.l'blA, BAR, MILD STEEL.
THE RAILTONGS ARE MADE OF
HEAT TREATED ALLOY STEEL.
JAW SPREAD 6|"aPPR0X
rol^r
to
Plan 31-55 — AREA rail tongs for use with crane.
as a result of being struck by wheels or equipment, and for use on rail renewal jobs to
remove spikes that cannot be raised with a spike puller.
The tool is designed to do a job safely and to avoid the danger of injury resulting
from misuse, such as striking the heel of a claw bar or striking a track chisel held in an
awkward position.
Claw Bar
The jaw end of the present claw bar is not satisfactory due to excessive hardness.
An investigation has been made, which included laboratory hardness tests, and it was
concluded that further study should be made as it seems that it may be possible to
improve the design.
The following changes in the jaw end have been suggested and will be followed up
with actual field tests:
1. To grind out the upper lip of the slotted portion for its entire length to a radius
that will fit the under side of the cut track spike.
- 2. Also grind the 7 -in radius 1 in back from the tip so as to make the section
at the tip thinner in order to secure more flexibility.
Track Chisel
The present AREA Track Chisel Plan 17-53 does not specify the hardness required
for this tool. It was recommended that a check be made of the hardness required and
have it inserted on the plan.
Track 737
A study is being made of the chemical analysis for all carbon steel track tools, and
when it is completed the committee will make a recommendation.
Suggested Track Gage
The present AREA track gage cannot be used for gaging at guarded frogs; there-
fore, there is a need for an additional track gage to take care of this situation.
A study is being made of a suggested track gage which will be similar in design
to the present AREA wood center track gage, with the exception that the guard check
gage will be located on the top of the gage.
Tee Socket Wrench
This type wrench, for removing drive spikes from switch plates and road crossing
planks, has been recommended as a new track tool. It is in use on the railroads today.
Various sizes of sockets are used on this tool, depending on the type of head of the
drive spike. Drive spikes are manufactured with various types of heads, some being
square and others rectangular. It is suggested that the subject of various sizes of drive
spike heads be investigated with the manufacturers in order to standardize on one type
of head so that only one socket size will be required.
Report on Assignment 3
Plans for Switches, Frogs, Crossings, Spring and Slip Switches
Collaborating with Signal Section AAR
M. J. Zeeman (chairman, subcommittee), L. L. Adams, D. B. Barge, Jr., T. H. Beebe,
W. R. Bjorklund, R. J. Bruce, H. F. Busch, E. W. Caruthers, H. B. Christianson,
E. D. Cowlin, H. W. Cox, Jr., F. W. Creedle, P. H. Croft, L. E. Donovan, J. W.
Fulmer, V. C. Hanna, M. J. Hassen, A. E. Havwood, A. B. Hillman, A. F. Huber,
C. H. Johnson, C. N. King, T. R. Klingel, W. N. Myers, H. B. Orr, M. P. Oviatt,
C. E. Peterson, S. H. Poore, J. A. Reed, M. K. Ruppert, R. D. Simpson, R. C.
Slocomb, T. R. Snodgrass, R. H. Timmins, Troy West, J. B. Wilson.
Your committee has undertaken a comprehensive review of all the plans and specifica-
tions in the Portfolio of Trackwork Plans. This study, which has been underway for the
past several years, has developed that several worthwhile improvements in design should
be included in the plans and specifications and that certain designs which are not in
general use should be omitted. It has also been found desirable to consolidate details
applicable to many plans on one plan for clearer presentation and ease of revision if
revision is found necessary in the future.
Many of the revisions developed in this study apply to several plans. Hence, to avoid
repetition in the description of the revisions proposed for individual plans, the revisions
applying to groups of plans are outlined below:
Revision I, Location and Size of Spike Holes.
.\ paragraph No. 40 on page 1 of Appendix A is recommended to describe this detail,
and contrary information is deleted or corrected on Plans Nos. 113-55, 117-55, 223-55,
224-55, 401-55, 405-55, 407-55, 408-55, 504-55, 700F-55 and 835-55.
Revision II, Point and Flangeway Dimensions for Manganese Frogs and Crossings.
A comprehensive Plan No. 600B-55 to cover this information for all angles of frogs
and crossings is presented, and these details are referred to on Plans Nos. 600-55, 621-55,
738 Track
641-55, 671-55, 750-55, 751-55, 768-55, 769-55, 771-55, 772-55, 773-55, 774-55, 775-55,
782-55 and 783-55.
Revision III, Depression of Frog Points.
The depression of all manganese frog and crossing points for angles below 25° where
wing wheel risers are not used, and of all spring frog points, is recommended. This
revision is incorporated on Plans Nos. 401-55, 405-55, 407-55, 408-55, 490-55, 600-55,
600B-55, 611-55, 612-55, 613-55, 614-55, 615-55, 621-55, 622-55, 623-55, 624-55, 625-55,
641-55, 671-55, 750-55, 751-55, 761-55, 768-55, 769-55, 774-55 and 775-55.
Revision IV, Tie Layouts and Plates for Crossings.
(a) For Crossing Angles 60° to 90°. Timber supports are recommended for the
heavier traffic run and continuous base plates for the other run with integral external
extensions and filler plates between the rails on the timbers. These plates are 1" thick
for rails over 110 lb per yd and %'" thick for lighter sections.
(b) For Crossing Angles Below 60° . Diagonal ties are recommended with corner base
plates %" thick for all rail sections.
(c) For crossings of all angles flat tie plates 8" wide, with shoulders, are recom-
mended for all ties not otherwise protected within the limits of the crossing and for at
least one tie beyond each external joint and for all ties beyond which are skewed more
than 10° from normal position. These plates are %" thick under the rail, unless 1" thick-
ness is required to properly support the rails on the same tie.
(d) Welded "U" stops are recommended for crossing base plates. This revision is
incorporated on Plans Nos. 700F-55, 700G-55, 700H-5S, 701-55, 702-55, 703-55, 704-55,
705-55, 706-55, 708-55, 710-55, 719-55, 755-55, 757-55, 761-55, 768-55, 769-55, 771-55,
772-55, 773-55, 774-55, 775-55, 782-55, and 783-55.
(e) Individual crossing plans do not illustrate the plates and refer to the applicable
tie layout and plate plan for the details of plates to be furnished unless purchaser sup-
plies a layout plan showing other tie and plate arrangements.
Revision V , Solid Manganese Frog and Crossing Sections.
Heavier sections and reinforcement along base edges in critical areas is recommended
for solid manganese frogs and crossings. This revision is incorporated on Plans Nos.
671-55, 771-55, 772-55, 773-55, 774-55, 775-55, 782-55 and 783-55.
Revision VI, Depth Hardening of Manganese Castings.
A paragraph. No. 410, is recommended for Appendix A to describe this feature when
specified for the impact areas of manganese structures, and these areas are defined on
solid manganese crossing Plans Nos. 771-55, 772-55 and 773-55.
Revision VII, Reference to Spring Switch Construction.
A note is recommended for certain switch plans reading as follows: "Details for
Spring Switches — See Plan Basic No. 181 for revisions in switch points, rods, plates and
bills of material recommended for spring switch operation." This revision is incorporated
on Plans Nos. 111-55, 112-55, 115-55, 116-55, 117-55, 118-55, 123-55, 124-55, 125-55,
126-55, 127-55 and 128-55.
Revision VIII, Elimination of Girder Rail Construction.
The withdrawal of all plans showing girder rail construction is recommended because
this design of rail is not generally being rolled at present, as "Tee" rail construction is
Track 739
suitable for modern vehicular traffic. Girder rail details are deleted from Plans Nos.
982-55, 987-55, 988-55 and 989-55, and withdrawal of Plans Nos. 776-40, 777-40, 780-40,
781-^0, 983-54, 984-35, 985-35, 986-35, 1002-52 and 1003-52 is recommended.
Revision IX, Shoulder Bolts.
The use of shoulder bolts instead of thimbles is recommended for the hinged joints
of switches and spring frogs as the patent on this construction has expired and it is being
used by many railroads. This revision is incorporated on the following Plans: Nos. 111-55
to 128-55, incl., 190-55, 221-55, 401-55, 405-55, 813-55, 814-55 and 836-55.
Revision X, Bonding.
Details for bonding now called for on several plans are deleted and a note added
to all plans where bonding is required, reading as follows: "Bonding. Per current AAR
Signal Section recommended practice." This revision is incorporated on Plans Nos.
320-55, 322-55, 323-55, 324-55, 401-55, 405-55, 407-55, 408-55, 600-55, 611-55, 612-55,
613-55, 614-55, 615-55, 621-55, 622-55, 623-55, 624-55, 625-55, 641-55, 671-55, 691-55,
708-55, 710-55, 761-55, 768-55, 769-55, 774-55 and 775-55.
Revision XI, Flare Details.
Plan Basic No. 350 shows the angle, width of opening, and bevel at the end of all
Tee rail flares in frogs and crossings, and these details are deleted from the individual
plans. This revision is incorporated on Plans Nos. 320-55, 322-55, 323-55, 324-55, 401-55,
405-55, 407-55, 408-55, 600-55, 611-55, 612-55, 613-55, 614-55, 615-55, 621-55, 622-55,
623-55, 624-55, 625-55, 701-55, 702-55, 703-55, 704-55, 705-55, 706-55, 708-55, 710-55,
755-55, 757-55, 761-55, 768-55, 769-55, 771-55, 772-55 and 773-55.
Plans Recommended for Adoption
Revisions applying to individual plans are described for each plan. Editorial cor-
rections to improve the presentation or to clear up inconsistencies are included in the
new issues. Copies of the revised plans are presented in a supplement to Bulletin 521 —
Part 2, except for those marked with an asterisk. The revisions in the plans marked
with an asterisk are of such a nature that they can be understood readily from the
description stated, so it is believed that the expense of presenting prints of them with
this report can be avoided.
Accordingly, your committee presents for adoption as recommended practice the
following plans and specifications in the AREA Portfolio of Trackwork Plans and
Specifications and the withdrawal of the previous issue of the plan where noted in the
description.
*Plan No. 111-55, 16'-6" Straight Split Switch with Uniform Risers.
Revision of Plan No. 111-51, same title, to incorporate revisions VII and IX.
*Plan No. 112-55, 16'-6" Straight Split Switch with Graduated Risers.
Revision of Plan No. 112-51, same title, to incorporate revisions VII and IX.
*Plan No. 113-55, 11 -0" Straight Split Switch with Uniform Risers.
Revision of Plan No. 113-51, same title, to incorporate revisions I and IX.
*Plan No. 114-55, ll'-O" Straight Split Switch with Graduated Risers.
Revision of Plan No. 114-51, same title, to incorporate revision IX.
*Plan No. 115-55, 22'-0" Straight Split Switch with Uniform Risers.
Revision of Plan No. 115-51 same title, to incorporate revisions VII and IX.
740 Track
*Plan No. 116-55, 22'--0" Straight Split Switch with Graduated Risers.
Revision of Plan No. 116-51, same title, to incorporate revisions VII and IX.
*Plan No. 117-55, 30'~0" Straight Split Switch with Uniform Risers.
Revision of Plan No. 117-51, same title, to incorporate revisions I, VII and IX.
*Plan No. 118-55, 30'-0" Straight Split Switch with Graduated Risers.
Revision of Plan No. 118-51, same title, to incorporate revisions VII and IX.
*Plan No. 121-55, 13'-0" Curved Split Switch with Uniform Risers.
Revision of Plan No. 121-51, same title, to incorporate revision IX.
*Plan No. 122-55, IJ'-O" Curved Split Switch with Graduated Risers.
Revision of Plan No. 122-51, same title, to incorporate revision IX.
*Plan No. 123-55, 19 -6" Curved Split Switch with Uniform Risers.
Revision of Plan No. 123-51, same title, to incorporate revisions VII and IX.
*Plan No. 124-55, 19'-6" Curved Split Switch with Graduated Risers.
Revision of Plan No. 124-51, same title, to incorporate revisions VII and IX
*Plan No. 125-55, 26'-0" Curved Split Switch with Uniform Risers.
Revision of Plan No. 125-51, same title, to incorporate revisions VII and IX.
*Plan No. 126-55, 26' ^0" Curved Split Switch with Graduated Risers.
Revision of Plan No. 126-51, same title, to incorporate revisions VII and IX.
^Plan No. 127-55, 39' -0" Curved Split Switch with Uniform Risers.
Revision of Plan No. 127-51, same title, to incorporate revisions VII and IX.
*Plan No. 128-55, 39' -0" Curved Split Switch with Graduated Risers.
Revision of Plan No. 128-51, same title, to incorporate revisions VII and IX.
'^Plan No. 190-55, Diagram Illustrating Preferred Names of Parts for Split Switches.
Revision of Plan No. 190-52, same title, to incorporate revision IX.
Plan No. 221-55, Details for Switch Points.
Revision of Plan No. 221-51, same title, to incorporate revision IX.
Plan No. 223-55, Sivitch Plates and Rigid Rail Braces.
Revision of Plan No. 223-47, same title, to incorporate revision I and to change
rail seats in shoulder plates from "Rail Base 4- 1/16 in" to "Rail Brace + 3/32 in"
and to delete rigid brace and plate details for rails hghter than 90 lb. Square instead of
bevelled corners are shov>'n for the vertical ends of the butt insulated gage plate, details
3103 and 4103.
*Plan No. 224-55, Switch Plates and Adjustable Rail Braces.
Revision of Plan No. 224-40, same title, to incorporate revision I and to change
rail seats in shoulder plates from "Rail Brace + % in" to "Rail Brace + 3/32 in"
*Plan No. 251-55, Switch Stands and Appurtenances.
Revision of Plan No. 251-41, same title, to incorporate reference to Signal Section
Plan No. 1444A-Electric Switch Lamps.
*Plan No. 320-55, Data and Sections for Bolted Rigid Frogs.
Revision of Plan No. 320-41, same title, to incorporate revisions X and XI.
"^Plan No. 322-55, No. 4, No. 5 and No. 6 Bolted Rigid Frogs.
Revision of Plan No. 322-51, same title, to incorporate revisions X and XL
*Plan No. 323-55, No. 7, No. 8 and No. 9 Bolted Rigid Frogs.
Revision of Plan No. 323-51, same title, to incorporate revisions X and XL
*Plan No. 324-55, No. 10, No. 11 and No. 12 Bolted Rigid Frogs.
Revision of Plan No. 324-51, same title, to incorporate revisions X and XL
Plan No. 350-55, Toe Rail Flares for Frog and Crossing Flangeways.
New plan to incorporate revision XL
Track 741
Plan No. 401-55, No. 10 Spring Rail Frog.
Revision of Plan No. 401-51, same title, to incorporate revisions I, III, IX, X
and XI.
Plan No. 405-55, No. 10 Spring Rail Frog, Short Spring Rail Type.
Revision of Plan No. 405-51, same title, to incorporate revisions I, III, IX, X
and XI.
*Plan No. 407-55, No. 9, No. 11 and No. 12 Spring Rail Frogs.
Revision of Plan No. 407-51, same title, to incorporate revisions I, III, X and XI.
*Plan No. 408-55, No. 9, No. 11 and No. 12 Spring Rail Frogs — Short Spring Rail Type.
Revision of Plan No. 408-51, same title, to incorporate revisions I, III, X and XI.
*Plan No. 490-55, Diagram Illustrating Preferred Names of Parts for Spring Rail Frogs.
Revision of Plan No. 490-52, same title, to incorporate revisions III and IX.
*Plan No. 504-55, Guard Rails — Tee Rail Designs with Planed Flares and Flat Plates.
Revision of Plan No. 504-40, same title, to incorporate revision I and to change
the caption "Shoulder Tie Plate" to read "Guard Rail Tie Plate."
■'^Plan No. 590-55, Preferred Names of Parts for Guard Rails.
Revision of Plan No. 590-40, same title, to illustrate a separator block in the center
of the guard rail.
Plan No. 600-55, Data and Sections for Rail Bound Manganese Steel Frogs.
Revision of Plan No. 600-51, same title, to incorporate revisions II, III, X and XI.
Base of heel rails are not machined on gage side to clear base of guard rails at flares.
Plan No. 600B-55, Point and Flangeway Dimensions for Manganese Frogs and Crossings.
General revision of Plan No. 600B-34, Standard Manganese Steel Frog Point and
Flangeway Layout, per revision II and III to incorporate on one plan all the details
required for frogs and crossings.
*Plan No. 611-55, No. 4 and No. 5 Rail Bound Manganese Steel Frogs.
Revision of Plan No. 611-51, same title, to incorporate revisions III, X and XI.
*Plan No. 612-55, No. 6, No. 7 and No. 8 Rail Bound Manganese Steel Frogs.
Revisions of Plan No. 612-51, same title, to incorporate revisions III, X and XI.
*Plan No. 613-55, No. 9, No. 10 and No. 11 Rail Bound Manganese Steel Frogs.
Revision of Plan No. 613-51, same title, to incorporate revisions III, X and XI.
*Plan No. 614-55, No. 12, No. 14 and No. 15 Rail Bound Manganese Steel Frogs.
Revision of Plan No. 614-51, same title, to incorporate revisions III, X and XL
*Plan No. 615-55, No. 16, No. 18 and No. 20 Rail Bound Manganese Steel Frogs.
Revision of Plan No. 615-51, same title, to incorporate revisions III, X and XL
*Plan No. 621-55, Data and Sections for Rail Bound Manganese Steel Frogs for Rails
112 Lb. and Heavier.
Revision of Plan No. 621-47, same title, to incorporate revisions II, III, X and XL
*Plan No. 622-55, No. 6, No. 7 and No. 8 Rail Bound Manganese Steel Frogs for Rails
112 Lb. and Heavier.
Revision of Plan No. 622-51, same title, to incorporate revisions III, X and XI.
*Plan No. 623-55, No. 9, No. 10 and No. 11 Rail Bound Manganese Steel Frogs for Rails
112 Lb. and Heavier.
Revision of Plan No. 623-51, same title, to incorporate revisions III, X and XL
■■"Plan No. 624-55, No. 12, No. 14 and No. 15 Rail Bound Manganese Steel Frogs for Rails
112 Lb. and Heavier.
Revision of Plan No. 624-51, same title, to incorporate revisions III, X and XL
742 Track
*Plan No. 625-55, No. 16, No. 18 and No. 20 Rail Bound Manganese Steel Frogs for Rails
112 Lb. and Heavier.
Revision of Plan No. 625-51, same title, to incorporate revisions III, X and XI.
Plan No. 641-55, Solid Manganese Steel Self Guarded Frogs.
Revision of Plan No. 641-51, same title, to incorporate revisions II, III and X.
The design of the adjustable toe block is changed. Rail Sections lighter than 90 lb per yd
are omitted.
Plan No. 671-55, Solid Manganese Steel Frogs.
Revision of Plan No. 670-51, same title, to incorporate revisions II, III, V and X
Design II frogs with easer extension at toe ends and rail sections lighter than 90 lb are
deleted.
*Plan No. 691-55, Diagram illustrating Preferred Names of Parts for Solid Manganese
Steel Frogs.
Revision of Plan No. 691-42, same title, to omit the plan of Design II Toe Easer
Extension Frog.
*Plan No. 700-55, Crossing Designs and Recommended Practices.
Revision of Plan No. 700-50 to incorporate revision IV. Change Paragraph 6 — •
"Plates" to read: "6. PLATES. It is recommended that base and tie plates be provided
for all ties within the limits of the crossing and at least one tie beyond each external
joint, and on all ties within and adjacent to the crossing that are skewed more than 10°
from their vertical position with the track. The preferred arrangement of plates are
shown on Plans Basic No. 700F, 700G, 700H and 700J. However, the size of the base
plates and the number and lengths of the tie plates varies with the angles." Paragraph
7-C-2: Delete "minimum" in second line. Change Paragraph 7-C-3 — "Tie Layout" to
read: "Tie Layout and Plates. Complete information for the location of ties and/or
timbers and details of plating should be shown when other arrangements are wanted
than those presented on the AREA plan referred to."
Plan No. 700F-55, Tie Layouts and Plates for Crossing Angles 90° to 60° incl.
Revision of Plan No. 700D^2, Crossing Plates, to incorporate revision IV for angles
stated.
Plan No. 700G-55, Tie Layouts and Plates for Crossings, Angles Below 60° to 35° incl.
Revision of Plan No. 700D-42, Crossing Plates, to incorporate revision IV for angles
stated.
Plan No. 700H-55, Tie Layouts and Plates for Crossings, Angles below 35° to above
14° 15'.
Revision of Plan No. 700D-42, Crossing Plates, to incorporate revision IV for angles
stated.
Plan No. 700J-55, Tie Layouts and Plates for Crossings, Angles 14° 15' to 8° 10' 16" incl.
Revision of Plan No. 700D-42 Crossing Plates, to incorporate revision IV for angles
stated.
Plan No. 701-55, Bolted Rail Crossings, Angles 90° to 50° incl, Three Rail Design.
Revision of Plan No. 701-48, same title, to incorporate revisions IV and XI.
Plan No. 702-55, Bolted Rail Crossings, Angles 90° to 50° incl.. Two Rail Design.
Revision of Plan No. 702-48, same title, to incorporate revisions IV and XI.
Plan No. 703-55, Bolted Rail Crossings, Angles Below 50° to 35° incl.. Three Rail Design.
Revision of Plan No. 703-48, same title, to incorporate revisions IV and XI.
Plan No. 704-55, Bolted Rail Crossings, Angles below 50° to 35° incl., Two Rail Design.
Revision of Plan No. 704-48, same title, to incorporate revisions IV and XI.
Track 743
Plan No. 705-55, Bolted Rail Crossings, Angles below 35° to 25°, inch. Three Rail Design.
Revision of Plan No. 705-48, same title, to incorporate revisions IV and XI. Long
point rails are extended ahead of J^" points. Steel strut braces are to be 1^" thick.
Plan No. 706-55, Bolted Rail Crossings, Angles Below 35° to 25°, incl. Two Rail Design.
Revision of Plan No. 706-48, same title, to incorporate revisions IV and XI. Long
point rails are extended ahead of i^" points. Steel strut braces and reinforcing straps for
bent crossing rails are to be l%" thick.
Pla7i No. 70S-55, Bolted Rail Crossings, Angles Below 25° and Above 14° 15' .
Revision of Plan No. 708-41, same title, to incorporate revisions IV, X and XI
and a note calling for a minimum bolt spacing of 5".
Plan No. 710-55, Bolted Rail Crossings Angles 14° to 15" to 8° 10' 16", incl.
Revision of Plan No. 710-50, Bolted Rail Crossings Angles 14° 15' to 8° 10' inclusive,
to incorporate revisions IV, X and XI and a note calling for minimum bolt spacing of 5".
*Plan No. 719-55, Tie Layouts for Railroad Crossings.
Revision of Plan No. 719-42, Tie Layout for Railroad Crossing, to incorporate
revision IV.
Plan No. 750-55, Designs and Dimensions of Manganese Steel Inserts for Crossings of
Angles Below 45° to Above 14° 15' for Rails 6" and more in Height.
Revision of Plan No. 750-47 — Designs and Dimensions of Manganese Steel Inserts
for Crossings of Angles from 14° 15' to 45° 00' for Rails 6" and more in Height, to incor-
porate revision II. The length of the manganese running surface of the internal portion
of center frog castings is increased for angles below 20°.
Plan No. 751-55, Design and Dimensions of Manganese Steel Inserts for Crossings of
Angles Below 45 to Above 14° 15' for Rails less than 6" in Height.
Revision of Plan No. 751-47, Designs and Dimensions of Manganese Steel Inserts
or Crossings of Angles from 14° 15' to 45° 00' for Rails less than 6" in Height, to incor-
porate revision II. Square ends are shown for the ends of the running rails abutting man-
ganese castings and the lengths of the castings have been increased for angles below 20°
to correspond to those shown on Plan No. 750-55.
Plan No. 755-55, Manganese Steel Insert Crossings, Angles Below 45° to 35° , incl.
Revision of Plan No. 755-47, same title, to incorporate revisions IV and XL Running
Rails abutting manganese castings are shown with square ends. Steel reinforcing straps
for bent crossing running rails are to be 1%" thick.
Plan No. 757-55, Manganese Steel Insert Crossings, Angles Beloiv 35° to 25° , incl.
Revision of Plan No. 757^7, same title, to incorporate revisions IV and XI. Running
Rails abutting manganese castings are shown with square ends. Steel reinforcing straps for
bent running rails are to be \%" thick.
Plan No. 761-55, Manganese Steel Insert Crossings, Angles Beloiv 25° and Above 14° 15' .
Revision of Plan No. 761-47, same title, to incorporate revisions II, IV, X and XI.
Running Rails abutting manganese castings are shown with square ends.
Plan No. 76S-55, Manganese Steel Insert Crossings, Angles 14° 15' to 8° 10' 16" , incl. for
Rails less than 6" in Height.
Revision of Plan No. 768-51, Manganese Steel Insert Crossings, Angles 14° 15' to
8° 10', inclusive, for Rails less than 6" in Height, to include revisions II, III, IV, X
and XL Running Rails abutting manganese castings are shown with square ends.
*Plan No. 769-55, Manganese Steel Insert Crossings, Angles 14° 15' to 8° 10' 16" , incl., for
Rails 6" and more in Height.
Revision of Plan No. 769-50, Manganese Steel Insert Crossings, Angles 14° 15' to
8° 10', inclusive, for Rails 6" and more in Height, to incorporate revisions 11, HI, IV,
X and XL
744 Track
Plan No. 771-55, Solid Manganese Steel Crossings, Angles 90° to 60° , incl.
Revision of Plan No. 771-40, same title, to incorporate revisions II, IV, V, VI and
XI. External running rails are to be furnished with holes spaced 35/4" x 6" for attachment
to casting. Top projection of internal joint bars is omitted.
Plan No. 772-55, Solid Manganese Steel Crossings, Angles below 60° to 40° , incl.
Revision of Plan No. 772-40, same title, to incorporate revisions II, IV, V, VI and
XT. External running Rails are to be furnished with holes spaced 35/2" x 6" for attach-
ment to casting. Top projection of internal joint bars is omitted.
Plan No. 773-55, Solid Manganese Steel Crossings, Angles below 40° to 25° incl.
Revision of Plan No. 773-40, same title, to incorporate revisions II, IV, V, VI and
XI. Rolled rail guards are shown for all flares of end corners. External running rails are
to be furnished with holes spaced 3J/2" x 6" for attachment to casting. Top projection
of internal joint bars is omitted.
Plan No. 774—55, Crossings with Solid Manganese Steel Frogs and Interior Rolled Closure
Rails, Angles Below 25° and Above 14° 15', Single Rail Construction.
Revision of Plan No. 774-41, Crossings with Solid Manganese Steel Frogs and
Interior Rolled Closure Rails, Angles Below 25° 00' and Above 14° IS', Single Rail Con-
struction, to incorporate revisions II, III, IV, V and X.
Plan No. 775-55, Crossings with Solid Manganese Steel Frogs and Interior Rolled Closure
Rails, Angles 14° 15' to 8° 10 16" Inclusive.
Revision of Plan No. 775-50, Crossings with Solid Manganese Steel Frogs and
Interior Rolled Closure Rails, Angles 14° 15' to 8° 10' inclusive. Single Rail Construc-
tion, to include revisions II, III, IV, V and X. End Frogs are shown with toe filler exten-
sions. Design 1, and references to end frogs with toe easer extension. Design 2, are deleted
(See report for Plan No. 671-55 above.)
Plan No. 782-55, Articulated Manganese Steel Crossings, Angles 90° to 60° , incl.
Revision of Plan No. 782-48, same title, to incorporate revisions II, IV and VI
Hole spacings in external rail arms are changed from 2J/^" x 6%" to 3^4" x 6".
Plan No. 783-55, Articulated Manganese Steel Crossings, Angles Below 60° to 40° , incl.
Revision of Plan No. 783-48, same title, to incorporate revision II, IV and VI.
Hole spacings for external rail arms are changed from 23^" x 654" to 33^" x 6".
Plan No. 790-55, Data for Gages and Flangeways Showing Limits Where Gage Is not
Widened for Curvature.
Revision of Plan No. 790-34, same title, to show the "Check Gage for Frog and
Crossing Flangeways" and delete the "Frog and Crossing Limit Gage."
Plan No. 813-55, No. 8 Double Slip Switch.
Revision of Plan No. 813-42, same title, to incorporate revision IX. Switch point
planing Detail 5100 is specified for the curved inside switch points and planing Detail
6100 for the straight outside switch points. Sixteen single joint bars are called for in
bill of material.
Plan No. 814-55, No. 10 Double Slip Switch.
Revision of Plan No. 814-42, same title, to incorporate revision IX. Switch point
planing Detail 5100 is specified for the curved inside switch points and planing Detail
6100 for the straight outside switch points. Twenty single joint bars are called for in the
bill of material.
*Plan No. 821-55, Movable Point Crossings.
Revision of Plan No. 821-42, same title, to incorporate revision IX,
Track 745
*Plan No. 835-55, Plates for No. IG Double Slip Switch.
Revision of Plan No. 835-42, same title, to incorporate revision I. Seats in plates
are shown "Rail Base + slj in" for plates with single rail seats and at adjustable braces,
and "Rail Base + % in" or "Knuckle Rail Base + % in" for plates with two or more
seats.
*Plan No. S36-55, Fittings for Double Slip Switches and Movable Point Crossings.
Revision of Plan No. 836-42, same title, to incorporate revision IX.
Plan No. 982-55, 200' Radius Tongue Switch and Mate Solid Manganese Steel for Use
in Paved Streets.
Revision of Plan No. 982-54, 200' Radius Tongue Switch and Mate Solid Manganese
Steel for use in Paved Streets for 7" and 9" Girder Rails and Tee Rail Connections, to
incorporate revision VIII.
Plan No. 987-55, Straight Double Tongue Switches for Engine Wheel Base not more than
12' 6" with Two Pair of Flanged Wheels, Solid Manganese Steel for Use in Paved
Streets.
Revision of Plan No. 987-54, Straight Double Tongue Switches for Engine Wheel
Base not over 12' 6" with Two Pairs of Flanged Wheels, Solid Manganese Steel for Use
in Paved Streets, 7" and 9" Girder Rails and Tee Rail Connections, to incorporate
revision VIII.
Plan No. 988-55, Straight Double Tongue Switches for Engine Wheel Base not over 13' 0"
with Three Pairs of Flanged Wheels, Solid Manganese Steel, for Use in Paved
Streets.
New plan to accommodate conditions stated in title with other details similar to
Plans No. 987-55 and 989-55.
Plan No. 989-55, Straight Double Tongue Switches for Engine Wheel Base over 13' 0" but.
not Exceeding 19' 0" , Solid Manganese Steel, for Use in Paved Streets.
Revision of Plan No. 989-54, Straight Double Tongue Switches for Engine Wheel
Base over 13' 0" but not exceeding 19' 0", Solid Manganese Steel, for use in Paved Streets,
7" and 9" Girder Rails and Tee Rail Connections, to incorporate revision VIII.
*P/aM No. 1001-55, Data for Tee Rail Sections.
Revision of Plan No. 1001-52, same title, to show 140 RE in the Association types
and to delete 140 PS in the railroad special types.
*Plan No. 1010-55, Permissible Variations in Completed Frogs.
Revision of Plan No. 1010-42, same title, to show at the "Section of a Spring Rail
Frog", the clearance at top of hold down horn as (^" maximum, iW" minimum) and at
the bottom of the horn as {%■" maximum, iV" minimum). In description under "Ahne-
ment", the following is deleted: "For manganese frogs because of the increased thickness
of point (See Plan Basic No. 600B) this line shall not lie more than iV" within the
point."
Specifications for Special Trackwork, Appendix A-55
Revisions of Appendix A-52 are recommended to incorporate the following items:
Add on Page 1 per Revision I:
40. Spike Holes
Unless otherwise specified on Plans, spike holes shall be punched %" square except
those holes at rail base edges shall be |4" wide by W long nominally ^" {Y^" max.
0 min.) under edge of rail base or into rail seat at plate shoulder. The edge of holes
746 Track
shall not be less than 1%" from ends or sides of plates except for hook twin tie plates,
or where necessary to match spike holes in fittings or to clear structural members.
Delete, on Pages 2 and 3 per Revision VIII, Article 2. Open Hearth Steel Girder
Rails of the Plain, Grooved and Guard Types, Paragraphs 201, 202, 203 and 204.
Delete, on Page 3, Article 3. Rolled Manganese Steel Rail, Paragraph 301. This
material is not available at any American rail mill.
Add on Page 4 per Revision VI:
410. Depth Hardening
When specified, the impact areas described on the Trackwork Plans shall be hardened
by hammering or pressing integrally cast pads of suitable thickness and area to a mini-
mum surface Brinell hardness of 350 for the areas within 1" of the gage or guard lines
and a minimum Brinell hardness of 320 for the balance of the hardened area. The
method to be used is at the option of the manufacturer and shall insure that the depth
from the tread surface to the normal hardness of cast manganese steel shall not be less
than 1" near the flangeway walls, tapering to not less than ^" throughout the hardened
area.
Unless otherwise specified, one hardness reading only shall be required on each
hardened area. This reading shall be taken at the intersection of lines 1" from, and
parallel to, the gage or guard lines.
In case any hardness measurement does not meet the specified requirements, two
additional measurements shall be made, one on either side of the original impression,
about 1" distant and parallel with the gage or guard line. If both of these measurements
meet the requirements, the original reading shall be discarded, and these two readings
be reported in its place.
Castings failing to meet the hardness requirement will be acceptable provided the
cost for the hardening process is deducted from the price.
Plan to Be Withdrawn Per Revision IV
Plan No. 700-D-42, Crossing Plates.
Plans to Be Withdrawn and not Otherwise Mentioned
in This Report per Revision VIII
Plan No. 776-40, Solid Manganese Steel Crossings, Steam Railroad over Electric Railway,
Angles 90° to 60°, incl.
Plan No. 777-40, Solid Manganese Steel Crossings, Steam Railroad over Electric Railway,
Angles Below 60° to 40°, incl.
Plan No. 780-40, Solid Manganese Steel Crossings for 7" and 9" Girder Rails, Angles 90°
to 60°, incl., for Steam Railroad over Electric Railway and for Steam Railroad
Tracks both ways.
Plan No. 781-40, Solid Manganese Steel Crossings for 7" and 9" Girder Rails, Angles
Below 60° to 40°, incl., for Steam Railroad over Electric Railway and for Steam
Railroad Tracks both ways.
Plan No. 983-54, Solid Manganese Steel Frogs for 7" and 9" Girder Rails.
Plan No. 984-35, Nos. 4 and 5 Frogs, Iron Bound Manganese Steel Center, for 7" and 9"
Girder Rails.
Plan No. 985-35, Nos. 6 and 8 Frogs, Iron Bound Manganese Steel Center, for 7" and 9"
Girder Rails.
Track 747
Plan No. 986-35, No. 10 Frogs, Iron Bound Manganese Steel Center, for 7" and 9"
Girder Rails.
Plan No. 1002-52, Girder Rail Sections.
Plan No. 1003-52, Data Sheet for ATEA Girder Grooved Rails, Girder Guard Rails and
Plain Girder Rails.
Errata
The items listed in the Proceedings, Vol. 55, 1954, pages 703 to 706, outlining minor
inconsistencies and errors in the Portfolio of Trackwork plans are incorporated in the
revisions proposed in this report.
The collaboration of the Standardization Committee of the Manganese Track Society
in the drafting of the plans and in the review of the specifications in this report is grate-
fully acknowledged.
Reports by the Research Staff, AAR
Your committee presents as information the following reports prepared by the
research staff of the Engineering Division, AAR:
Appendix 3 (a) — Service Tests of Designs of Manganese Steel Castings in Crossings
at McCook, 111. Progress Report.
Appendix 3 (b) — Service Tests of Solid and Manganese Steel Insert Crossings Sup-
ported by Steel T-Beams and Longitudinal Timbers. Progress Report.
Appendix 3 (c) — Specifications for Spring Washers for Use in Special Trackwork.
Final Report, consisting of Part 1 — Crossing Frog Bolt Tension Tests, and Part 2 —
Specifications and revisions suggested for later consideration as recommended practice and
publication in the Manual (Portfoho of Plans.)"
These subjects were reported last year in Appendices 3 (a), 3 (b), and 3 (c), respec-
tively, and published in the Proceedings, Vol. 55, 1954, pages 706 to 712, incl.
Appendix 3-a
Service Tests of Designs of Manganese Steel Castings
in Crossings at McCook, 111.
This is a progress report of the service performance of the test castings in the cross-
ings between the double-track lines of the Baltimore & Ohio Chicago Terminal Railroad
and the Atchison, Topeka & Santa Fe Railway at McCook, 111., and is submitted as
information.
Foreword
Last year's report on the condition of the test castings was published in the Pro-
ceedings, Vol. 55, 1954, page 706. The test now includes four AAR test castings and
another casting provided by the B&OCT. Two of the castings are of solid pedestal
design manufactured by the Johnstown Works of the United States Steel Corporation,
and two frogs are of the deepened flangeway design provided by the Ramapo Ajax
Division of the American Brake Shoe Company. The fifth casting is of the previously
tested Morden-Ramopo design with the flangeways shot peened prior to placing it in
service. Plans and photographic views of the solid pedestal and deepened flangeway cast-
ings have been published in the Proceedings, Vol. 55, 1954, pages 13-16. The test castings
are in the same location as shown on page 11 of the next above reference. The last
748 Track
inspection was made on August 17, 1Q54, at which time the shot-peened casting had
been in service 5.3 years and all othc test castings, l.S years. Subsequent to last year's
report the Santa Fe has revised its signal system to permit reversed movements on its
main tracks. The Santa Fe stated that about 10 percent of the traffic operates in the
reverse direction. An occasional westward train on the B&OCT operates through the
crossover at the interlocking tower and traverses the crossings on its eastward track.
The results of the last inspection are included in the following paragraphs,
USS Solid Pedestal Castings
There are two of these frogs in service, and the only difference between them is
that one was depth hardened and the other was not. The depth-hardened casting had a
total length of fiangeway fillet cracks of 8^ in, divided as follows: 5% i") Santa Fe
receiving corner; 1% in, B&OCT leaving corner and 1^ in, B&OCT receiving — Santa Fe
leaving corner. There were no cracks at the guard rail junctions, and no welding of the
tread corners has been done.
The other solid pedestal casting, without depth hardening, is in the corner diagonally
opposite to the depth-hardened frog. The unhardened casting had 2y^ in of fiangeway
cracks and a short crack at each guard rail junction. The fiangeway cracks were divided
equally between the B&OCT leaving — Santa Fe receiving and B&OCT receiving corners.
The inspection of April 8, 1954, showed that the B&OCT receiving corner was smashed
down and a piece of tread had broken out. This frog was repaired by welding and grind-
ing on April 28, 1954. On August 17, 1954, it was observed that the weld metal on the
Santa Fe receiving — B&OCT leaving corner had mashed down in the fiangeway and was
separating from the parent metal. Grinding the material out of the fiangeway was sug-
gested to the B&OCT. Welding of that corner may be required in a few months. It is
believed that the difference in the fiangeway cracks of 8^ in. in the depth-hardened
casting and 2^/^ in. in the unhardened casting was accidental, and the depth hardening
was not the cause of the excess cracking.
Ramapo Deepened Fiangeway Casting
These two castings are in the crossing carrying westward traffic on both tracks. The
AAR casting is in the NE corner of the crossing and the other one, provided by the
B&OCT, is in the SW corner. The AAR casting had no fiangeway fillet cracks or cracks
at the guard rail junctions. However, there was a crack, 2% in. in length, near the
longitudinal center line of the fiangeway of the Santa Fe external arm. The west end
of the crack was 3>^ in east of the apex of the B&OCT receiving — Santa Fe leaving
corner. The crack was located along the sloping part of the fiangeway floor, and as stated
last year, may have been the result of shrinkage when the casting was poured. The flange-
ways of this frog, including the deepest portion, were ground to a smooth finish.
The other deepened fiangeway frog, which was furnished by the B&OCT, had a total
of 6^ in of fiangeway cracks. One crack, 5 in long at the B&OCT receiving corner, had
J4 in. in the B&OCT fiangeway and 4>4 in. in the Santa Fe, and only about 1 in was
in the fillet. The 4^ -in crack extended west from the fillet at the corner to the center
line of the Santa Fe fiangeway floor. There was another crack, 1^4 in long, parallel with
and close to the center line of the fiangeway floor in the Santa Fe external arm. The
latter crack overlapped by 1 in the west end of the 5-in crack. There were no flangeway
cracks at the guard rail junctions. The deep portion of the flangeways in this frog had
not been ground and the surfaces were rough. It is possible that these stress raisers may
have influenced the formation of the cracks.
Track 749
Shot-Peened Casting, Morden-Ramapo Design
This casting was placed in service April 25, 194Q. In October 1952 it was removed
from the test corner in the crossing carrying eastward traffic on both tracks to the NE
corner of the other crossing in the eastward track of the B&OCT. After 5.3 years of
service this casting had developed 33 in of cracks in the flangeways and 1^ in of cracks
in the running surface at the Santa Fe running rail junction. Eleven months prior to this
inspection the flangeway cracks had an aggregate length of 30 in. The tread corners were
in reasonably good condition and the welded metal .showed no evidence of failing. Judging
from the recent performance of this casting, it should be serviceable for several more
months.
Acknowledgement
The Association is indebted to the B&OCT for its invaluable aid in the conduct of
the field tests for more than a decade.
Appendix 3-b
Service Tests of Solid and Manganese Steel Insert Crossings
Supported by Steel T-Beams and Longitudinal Timbers
This is a progress report, submitted as information.
These service test installations of crossings to determine performance with respect
to two types of support were last reported in the Proceedings, Vol. 55, 1954, page 708.
Installations of 1946
This test includes two crossings, each of the solid manganese and insert types in the
double-track lines of the Indiana Harbor Belt Railroad and the Chicago and Western
Indiana Railroad (operated by the Belt Railway Company of Chicago) near SSth St.
and Cicero Ave., Chicago. One crossing of each type has the original design of an integrally
welded structural steel T-beam support, and the second one of each type has framed
timbers. The two crossings with the steel substructure were maintained on the original
asphaltic ballast until April 1952. Subsequently, these crossings have been supported on
%-in stone ballast.
Fig. 1 is included to show the location of the crossings and extent of the flangeway
cracks observed on August 12, 1954. During the last year of service, the total length of
the cracks of the solid manganese crossing increased from 84 in to 99 in. in the steel-
supported castings. The corresponding figures for the solid crossing on timber were
64 in to 77 in. The insert crossing on the steel support had one crack 4 in long, as
compared with 3J4 in a year ago. Three corners in this crossing have developed no
cracks. The insert crossing on timber had a total of 12% in of cracks in 3 corners, com-
pared with 11J4 in a year ago. The line of the crossings was reasonably good, but the
steel supported crossings were low and needed raising. Two of the clip bolts were broken
on crossing A (Fig. 1). Several of the clip bolts were loose in the external arms of the
two crossings and a few were loose in the internal arms. No welding was needed for the
four crossings, but some grinding on the solid crossings was needed. Although the solid
crossings have numerous cracks, it is judged that they will be serviceable for a few more
years. The insert crossings are in good condition and should be serviceable longer than
the solid crossings.
750
Track
Crossings ^ and 3 have structural steet T-section supports.
Crossings C and D have t>oited longitudinal timber supports.
N
I'"
<t Between Tracks I.H.B.R.R.-
V
Rece/\/ing Corner
^ * Not to scale
fr?spection made A ugJZ,^ l95A^Crossings installed Oc totter M 1946.
Fig. /. - Flangeway Cracl<s in Four Crossings of the C/i/'cago &
Western Indiana R. R. and Indiana Harbor Belt R. R.
near 35''^^ Street and Cicero Avenue. Chicago. Illinois.
Installations in 1949
Because of failure of the welds in the original design of T-beam support, an improved
design of support was fabricated for testing in the Elsdon Branch of the C&WI, located
approximately 40 ft south of the southerly track in Fig. 1. Two solid manganese cross-
ings (AREA Plan 771-40) were installed in May 1949 at the intersections of the Elsdon
Branch with the two north and south tracks shown in Fig. 1. The steel-supported cross-
ing was placed in the northward track, which has the greatest tonnage.
Track 751
The inspection on August 12, 1954, revealed that the flangeway cracks in the steel-
supported castings had increased considerably. During the last service year the aggregate
length of the cracks increased from 53 in to 91 in. In addition, there was a S-in crack
in the top of the casting, mostly outside of the wheel path between the external arms
of the NE corner. For the same period the flangeway cracks in the crossing on timber
increased from ii in to 55J^ in. This excessive cracking of the castings on the steel sup-
port has probably been caused by an unstable roadbed which makes it difficult to keep it
properly tamped. When the crossing is swinging it must bend more to get support, and
this evidently sets up higher stresses in the castings at the critical areas. The clip bolts
were all in place, but 40 percent were loose. It is difficult to keep the clip bolts tight
because the dynamic loads on them are sufficient to permanently stretch the bolts. The
improved design of T-beam support has shown no evidence of failure of the welds and
is judged to be of sufficient strength for the service conditions.
Some of the tread corners of the castings on the steel support that had been welded
were mashed down and will need repairs in the near future.
During th fifth year of service the cost of maintaining the crossings, as reported by
the Belt Railway, was $279.47 for the steel-supported crossing and $59.80 for the crossing
on timber. These figures include the cost of surfacing the steel-supported crossing six
times and the other crossing once. The total maintenance costs for the S-year period
were $1074.89 and $261.16, respectively, for the steel and timber-supported crossings.
The excess maintenance of the former crossing consisted principally of extra cost of
surfacing, changing the stone ballast to a penetrated asphalt ballast, and repairs by
welding.
Summary
The service tests of the 1946 crossings have indicated that the steel support was
beneficial in the retardation of the formation of flangeway cracks in the insert crossings,
but not in the case of the solid crossings. The four 1946 crossings have had good drainage,
and the excess cost of maintaining the surface of the steel-supported crossings was mod-
erate. The excess cost of lining the steel-supported crossings was much greater. The asphalt
macadam ballast had the advantage of preventing muddy conditions.
The improved design of steel substructure used in the 1949 installations has adequate
strength to carry the dynamic forces imposed on it by the traffic. The comparison of the
performance of these two crossings has been distorted by the more difficult maintenance
problems encountered with the steel-supported crossing. It has been impossible at that
location to keep the last mentioned crossing properly supported, which is a prerequisite
for obtaining the full advantage of the steel support.
In addition to last year's three recommendations for facilitating the maintenance
of the steel-supported crossings (page 711, Vol. 55), it has been suggested to bolt treated
hardwood timbers to the underside of the T-beam flanges so that the stones will become
imbedded in the wood and resist dislocation by the impacts on the crossing.
Acknowledgement
The Association is indebted to the IHB and the Belt Railway for their splendid
cooperation and assistance in the conduct of the service tests.
752 Track
Appendix 3-c
Specifications for Spring Washers for Use in Special Trackwork
This is the final report on this research project, submitted as information, and it
consists of two parts: (1) The results of a five-year investigation of the causes of loss
in tension in frog bolts leading to specifications for spring washers for frog bolts, and
(2) suggested specifications for spring washers for use on frog bolts.
Part 1
Crossing Frog Bolt Tension Tests
Digest
This investigation was made for the purpose of determining the reactive character-
istics of spring washers required for the economical maintenance of adequate bolt tension
in crossing and turnout frog bolts. Tests were conducted to determine the loss of bolt
tension as related to the rate of wear of the crossing assembly during a five-year period
under actual service conditions on six crossing frogs, including the bolted-rail, man-
ganese insert, and solid manganese types, and one railbound manganese turnout frog. In
addition, dynamic measurements were made of the change in bolt tension and impact or
"shock" loads in the main bolts of a main track bolted rail crossing in high-speed ter-
ritory. This is the first known thorough investigation of the loss in tension in frog bolts,
and the causes thereof.
The service tests involved the measurement of bolt tension loss, pull-in or wear
of the frog assembly, and nut back-off, all requiring specially designed gages. The test
cycles included initial bolt tension of 40,000, 30,000 and 25,000 lb. Several kinds of
single-coil washers, two designs of plate washers, and one shape of double-coil washer
were tested with the IJ^-in bolts in the main line crossing. The advantage of heat-treated
nuts and hardened flat plate washers as bearing surfaces for the spring washers was
investigated. Three designs of locknuts were included in the service tests.
Summary of Results
The more important results from these tests are summarized as follows:
1. In the bolted-rail and manganese insert types of crossings, the No. 1 position
bolts (nearest to the flangeway intersection) lost, by far, the greatest amount
of tension. This was attributed to a greater amount of wear of the crossing
assembly at those bolts. The bolt tension measurements under traffic also indi-
cated there were relatively large impact or shock loads on the No. 1 bolts of a
bolted-rail crossing. This caused further dissipation of the tension by the spring
washers imbedding into the nut and corner brace. Therefore, the chief causes
of the loss in tension of frog bolts were found to be the wear of the crossing
assembly and the imbedding and abrasion of the spring washers into the nuts
and crossing braces, resulting from the larger shock loads on the bolts. Some
of the larger shock loads increased the bolt tension from 40,000 lb (static) to
55,000 lb total. It was this excess load that caused indentation and abrasion
on the small bearing areas of the spring washers. Bolt stretch and nut back-off
were found to be unimportant as far as the dissipation of the bolt tension was
concerned.
Track 753
2. The use of hardened parts next to single-coil spring washers was beneficial in
retarding the rate of loss in bolt tension for the medium reaction washers, but
not for the high reaction washers. It is judged that more beneiit would be
derived if the corner braces in a crossing were heat treated, rather than adding
a hardened flat plate washer next to the corner brace.
3. The double-coil spring washers tested held the tension in the No. 1 bolts above
20,000 lb twice as long as the single-coil spring washers. This increased efficiency
was attributed to (1) the greater bearing areas provided by the double-coil
type, and (2) the superior release curve.
4. The locknuts were found to be of no significant benefit in the retention of bolt
tension. No locknuts backed off the bolts. None of the finger-free nuts backed
off the bolts that had some remaining tension. These nuts did back off of some
bolts with no tension, but in several instances such was not the case.
5. From the results of the service tests, it was found that (1) the initial tension
should be 40.000 lb (plus or minus 5000 lb), and (2) the minimum tension
should be 10,000 lb. The value of initial tension is the practical limit for manual
wrenching, and the lower limit of 10,000 lb was determined from the service
test measurements as that necessary to prevent excessive movement and wear
between the parts of the crossing assembly.
Recommendation
The recommended test procedure and minimum reactive pressure for spring washers
are as follows:
Place washer in the testing machine between steel plates having smoothly ground or
machined surfaces and a Brinell hardness of not to exceed 150, which will provide bear-
ing surfaces corresponding in hardness to the nuts and corner braces in crossings. Load
assembly to 40,000 lb and take dial reading of the distance between platens of the testing
machine. Increase load to 60,000 lb to include a simulated shock load of 20,000 lb. Release
load to give the same dial reading as measured at 40,000 lb. From this point, release
the platens 0.030 in additional, at which point the reactive load shall be not less than
10,000 lb.
Introduction
This investigation was initiated in 1948 for the purpose of determining the minimum
reactive characteristics required of spring washers for economical and efficient mainte-
nance of adequate bolt tension in crossing and turnout frog bolts. Because of the lack
of information on the loss in tension in the main bolts of crossing frogs, a comprehensive
series of field service tests was planned and executed. These service tests included seven
crossing frogs of three types and one turnout frog. The field work involved the measure-
ment of the loss in tension of the frog bolts, nut back-off, wear of the frog assembly,
and observations of the effect of crushing of the nut and the side of the crossing arm
by the several types of spring washers used. The causes for loss in bolt tension are:
(1) wear of the assembled parts, (2) bolt stretch, (3) nut back-off, and (4) imbedding
of the spring washers into the contact surfaces as a result of the shock loads. The field
measurements gave complete information on the first three causes, but not for the fourth
item because the imbedding effect could not be included in the out-to-out measurements
of wear.
In the early stage of the field tests it was developed that bolts in certain positions
lost a large amount of bolt tension, while others had only moderate reductions. Later,
754 Track
impact loads were measured in the main bolts of a bolted-rail crossing in high-speed ter-
ritory. This test provided valuable information as to the cause of the variation in the
loss in bolt tension with respect to bolt position and other practical aspects. The results
of that test were published in the Proceedings, Vol. 54, 1953, pages 1002-1034. In the
latter years of the field investigation, the primary objective was to determine how the
dissipation of the bolt tension could be retarded by testing different types of spring
washers and using hardened parts next to the washers. The first progress report covering
the service tests was published in the Proceedings, Vol. 52, 1951, pages 532-553.
Test Procedure
In order to make the measurements on the frogs with long bolts, it was necessary
to design a long caliper extensometer for measurement of the bolt tension, and an out-
to-out gage to determine the wear of the parts of the crossing assemblies, and to revise
the back-off gages for the large nuts. A second out-to-out gage was designed because
consistent results could not be obtained with the original one which did not have a
spring for holding it in place in order to eliminate the effect of variations in the technique
of taking the readings. The bolt tension extensometer was similar to those used for track
bolts and was entirely satisfactory.
Prior to beginning the service tests, a laboratory calibration of heat-treated 1%-in
and 1^-in diameter frog bolts of lengths from 8 to 18 in was made in a compression-
tension testing machine to determine the bolt tension constants per dial division (0.0002
in) of the extensometer for effective bolt lengths ranging from 7 to 17 in. For the pur-
pose of the measurement of bolt tension the effective bolt length is the distance from
working face of the bolt head to the mid-thickness of the nut. This length was deter-
mined in the field with outside calipers.
At first, all cycles of bolt tension loss were conducted with 40,000 lb initial tension.
Later, supplementary information was obtained for 25,000 and 30,000 lb initial tension
during the summer cycles. It was found in the crossings that were two to four years old
when the tests were begun in 1948, that 2 -man wrenching was required to tighten some
of the 1^ and 1^-in diameter bolts to 40,000 lb, and later some bolts required 3 men.
In the bolted-rail crossings carrying slow-speed traffic, it was necessary to renew some
of the bolts because of battered threads which prevented wrenching them to 40,000 lb
tension. At Warsaw, Ind., the test of the heat-treated bolted-rail crossing was started
when the crossing was 14 months old. Most of the l^^-in by 14-in bolts could be
tightened to 40,000 lb by 1 man. However, later some of the bolts required 2 men. It,
therefore, was assumed that 40,000 lb bolt tension was the limit of practicality, because
most frog bolt wrenching in track is done manually.
Spring Washers, Hardened Parts and Locknuts Used
Several designs of single-coil spring washers, one of the double-coil type and two
designs of plate washers, were included in the tests to cover a wide range of reactive
spring pressures, variations in the characteristic bearing areas of the three types of wash-
ers, and to check the capacity of each for retention of bolt tension. Release curves for all
of the spring washers tested with the 1^-in and lJ4-in bolts are presented in Figs. 1*
to 6, incl. Table 1* is included to give the dimensions and other physical properties of the
washers. Initially, the Reliance Division, Eaton Manufacturing Company, furnished ex-
perimental single-coil spring washers for both sizes of bolts, but these are now included
in their line of Improved Frog and Crossing Hy-Crome spring washers. These washers
* All figures and tables referred to in this report are represented at the end of the report.
Track 7S5
are sometimes given the designation of wide bearing, because of their greater width. The
same company, at the request of the AAR research staff, also furnished 54-in square
single-coil, high-reaction experimental spring washers for l^^-in bolts, known as "Heavy-
Duty Hy-Crome". In addition, that company furnished a small lot of "Double Hy-
Crome" washers for IJ^-in bolts. These washers differ from the double-coil Thackeray
in that the ends were bent inward. This feature provided two improvements over the
Thackeray type, which was not included in the field tests: (1) a better release curve,
and (2) less gouging of the bearing surfaces by the ends of the washer. Hubbard & Com-
pany furnished some experimental single-coil spring washers for l>>^-in bolts, having
a cross section larger than their Super Service line of washers. Erico Products, Inc., Cleve-
land, Ohio, furnished two designs of plate washers for 1^-in bolts — the type D-S com-
pression and the S-300 plate washers. Type D-5 consisted of five ^-in plates, cemented
together and the S-300 was a single plate, 0.30-in thick. Each plate or ply was 3 in
square and had a spherical shape. The Pennsylvania Railroad specifications for the l}i-m
and 154 -in spring washers tested stipulate a minimum reactive spring pressure of 300 lb
when the washers are released from a load of 60,000 lb, 0.17 in and O.lS in, respectively.
The PRR washers have low reactive pressures.
During the first year of testing of the main line crossing, observations of the im-
bedding of the single-coil washers into the nuts and corner braces indicated that the
medium and high-reaction washers imbedded deeper than the low-reaction washers. For
the purpose of increasing the effectiveness of the spring washers by reducing the dis-
sipation of bolt tension from imbedding, ASA heavy heat-treated medium-carbon nuts
were obtained from the Oliver Iron and Steel Corporation, and heat-treated flat plate
washers were specially made for use next to the corner braces. The hardened nuts had
a Brinell hardness range from 250 to 300, and the flat plate washers had a hardness
close to 400 Brinell. These hardened parts were tested in two corners of the eastward
crossing at Warsaw, Ind. Before heat treatment the medium-carbon nuts ranged from
130 to 170 Brinell.
Locknuts were also tested on one of the manganese insert crossings and in the two
bolted-rail crossings at Warsaw. Hexagon and square Elastic Stop Nuts, hexagon Security
Nuts, and square MacLean-Fogg Unitary Nuts No. 3 were included in the field tests.
A]] of the locknuts were made of low-carbon steel.
MAIN TRACK CROSSING AT WARSAW, IND.
Test Conditions
The crossing in which the bolt tension tests were conducted is in the eastward main
of the double-track line of the Pennsylvania Railroad and a single-track branch line of
the New York Central System, Warsaw, Ind. The PRR eastward main carried 18 million
gross tons of traffic per annum, consisting of both passenger and freight trains operating
at medium high speed. The NYC branch line had 2 million gross tons of freight traffic
per annum which operated at speeds below 20 mph. In 1949, when the test was started,
the PRR used both diesel and steam power, some of the latter being of the 4-4-6-4 type
having four cylinders, divided drive and rigid frame. By 1953, when the field tests were
concluded, little steam power was in use by the PRR. The NYC trains were hauled by
moderate size steam locomotives, principally of the Mikado (2-8-2) type.
Both crossing frogs were of bolted construction, 3-rail design, with heat-treated 131
RE rail and flangeway fillers. Each crossing was supported on longitudinal timbers, con-
sisting of three 7-in by 9-in creosoted oak ties bolted together, with a width of 21 in
756 Track
under the PRR rails, and stone ballast. The test included all of the 48 main or shoulder
bolts, I'K in bj' 14 in. At the beginning of the bolt tension test the eastward crossing
had been in service 14 months. Fig. 7 is included to show the test conditions for the
second cycle of loss in bolt tension. Figs. S and 9 show the special gages being used for
measurement of bolt tension and pull-in of the eastward crossing at Warsaw.
Test Data
Tables 2 to 10, incl., give a summary of the measurements of bolt tension and pull-in
of the crossing assembly and a description of spring washers, nuts, etc., used in each
corner of the crossing for all of the nine cycles of loss in bolt tension conducted in the
eastward crossing. In addition, most of the tables include information on the number
of bolts having less than 20,000 and 10,000 lb final tension at the end of the test cycles.
For good performance, a spring washer should first effect the minimum average loss in
tension, and second, have the least number of bolts below a certain desired minimum
bolt tension, which will be discussed later. Although these tests were conducted in one
diamond which carried the same traffic, the condition of support of a corner, fit and
state of wear of the assembled parts can affect the relative rate of loss in bolt tension
in the four corners of a crossing. For the 4-year test period the total wear at the No. 1
bolts was the largest for the NE corner and the smallest for the SE corner.
Some data were taken for 25,000 and 30,000 lb initial bolt tension for comparison
with 40,000 lb tension. In the first cycle (Table 2) the performance of the Type D-S
compression washers was the best, and the Hubbard washers were a little more effective
in retaining the tension than the PRR low-reaction washers. In the second cycle (Table
3) the D-S washers lost some of their effectiveness because at the end of the cycle, 9 out
of 12 had one or more broken layers. The Hubbard and Heavy-Duty Hy-Chrome wash-
ers were about equal in performance. The PRR washers had the largest loss in tension.
By this time it was quite well established that the bolts in the No. 1 position lost the
greatest amount of tension, with the Nos. 2 and 3 foUov/ing in the order named. The
nuts and corner braces were examined for abrasion and imbedding. More imbedding was
found at the No. 1 bolts than at the other positions. Likewise, more imbedding also
occurred with the Hubbard and Heavy-Duty Hy-Crome spring washers than with the
PRR washers. The Type D-S washers provided a more favorable bearing area, and
imbedding and abrasion were the least.
After this cycle, the latter washers were removed because of the excessive breakage
and were replaced with the newly developed S-300 plate washers, 0.30 in thick. Also at
the close of the second cycle, the locknut test was transferred from the eastward to the
westward crossing. The locknuts were left in the SW corner of the eastward crossing
because they were in better condition than the available used nuts. All of the locknuts
were of low carbon, and it was desired to use medium carbon nuts in the bolt tension
test to represent the practice of most of the Member Roads. The performance of the
locknuts will be discussed in a separate section of this report. Because of the excessive
nut imbedding by the Heavy-Duty Hy-Crome washers, ASA heavy M. C. nuts were
placed on the SE corner, releasing the regular medium carbon nuts which were the PRR
standard.
Table 4 gives a summary of the third cycle with the changes mentioned, but with
25,000 lb initial bolt tension. In this cycle the S-300 washers were best in performance
and the high-reaction washers in the SE corner ranked second. The Hubbard and the
PRR washers were equal as to tension lost in the No. 1 bolts, but the former were
slightly better than the latter in the other two positions.
Track 7S7
For the next cycle (Table 5) the nuts were changed for the experimental washers,
as indicated in the table. This was for the purpose of increasing their effectiveness in
holding up bolt tension, if possible. In this long cycle of 6.70 months with 40,000 lb
initial tension, there was not much difference in the performance of the three kinds of
single-coil washers. The S-300 washers were a little more effective in holding up bolt
tension, particularly at the No. 1 bolts which had two washers nested normally. At the
end of this cycle, 9 out of 16 of the S-300 washers were cracked. It was apparent that
the heat-treated nuts did not increase the effectiveness of the Heavy-Duty Hy-Crome
washers in the SE corner, because the washers had crushed the corner braces and dis-
sipated about as much tension as in the second cycle, Table 3.
For the fifth cycle (Table 6), all of the crossing corners were provided with the
ASA heavy medium carbon nuts, and in the SE corner they were heat treated. A second
or improved lot of S-300 plate washers was furnished for the SW corner of the crossing.
The improved S-300 washers were said to have improved metallurgy and heat treatment.
In this cycle with 30,000 lb initial tension, the PRR washers were more effective than
the Hubbard washers. There was no explanation for this other than the difference in
support of the two corners, such as one corner swinging more than the other. The S-300
washers showed quite superior performance for the retention of the bolt tension for this
5-month cycle, and the Heavy-Duty Hy-Crome washers were the next best. No bolts
in these two corners had less than 10,000 lb final tension. Two of the S-300 washers
were cracked in this cycle.
Prior to starting the sixth cycle (Table 7), some hardened flat plate washers were
made to use to eliminate the imbedding of the spring washers into the corner braces.
This was the simplest procedure for conducting the test, because of the complications
of providing heat-treated corner braces. The Heavy-Duty Hy-Crome and Hubbard wash-
ers were provided with the hardened plate washers and heat-treated nuts, as indicated
in the table. The hardened parts improved the performance of the Hubbard washers,
but not that of the Heavy-Duty Hy-Crome washers. The performance of the S-300
washers was slightly better than that of the Hubbard washers. However, the SW corner
had the advantage of two S-300 washers placed back to back on each of the No. 1 bolts.
In this cycle of 6.93 months, only 2 of the bolts with S-300 plate washers had final
tension of less than 20,000 lb, as compared with 4 of the Hubbard washers. All bolts
had a final tension of more than 10,000 lb, except 2 with PRR washers. The improved
lot of S-300 washers had much less breakage than the first lot. In two cycles, or approxi-
mately a year's service, the first lot had 9 out of 16 cracked, compared with 3 out of 16
of the improved lot.
For cycle 7 (Table 8), the Reliance Double Hy-Crome spring washers were sub-
stituted for the S-300 washers in the SW corner, and the construction in the other three
corners remained the same as in cycle 6. Because of the severe imbedding of the medium
and high-reaction single-coil spring washers having quite small contact areas, it was
decided to investigate the double-coil design which has larger bearing areas against the
nut and corner brace. No hardened parts were used with the PRR washers as it was
desired to use that corner as the basis of comparison. During this 4.61 -month cycle, with
initial bolt tension of 30,000 lb, the PRR washers had a loss in bolt tension of 46 per-
cent, compared with 25 percent for each of the other 3 kinds of test washers. The double-
coil washers, without hardened parts, performed as well as the medium and high-reaction
single-coil spring washers with heat-treated nuts and hardened flat plates. In addition
to the double-coil washers providing larger bearing areas on the nuts and corner braces,
they had the best release curve (Fig. 2) from zero to 0.037 in release from a load of
30,000 lb.
758 Track
In cycle 8, the Reliance Heavy-Duty Hy-Crome single-coil washers were retired
from the test to make room for new Reliance Frog and Crossing Hy-Crome washers
with the same hardened parts. It was planned to compare the latter washers with the
Hubbard washers, both with hardened parts. The Hubbard washers were replaced with
new ones of the same design so that the comparison would be on an equal basis. In addi-
tion, it was decided to take data on the No. 1 bolts at approximately 3 -month intervals,
except those with the double-coil washers. Because this was the first cycle of 40,000 lb
initial tension with the double-coil washers, the bolts were not disturbed until the end
of the cycle. Table 9, consisting of four parts, covers cycle 8. Parts 1, 2 and 3 of the
table give a summary of the 3 -month cycles for each No. 1 bolt having single-coil wash-
ers. In the first 3-month cycle (Part 1), the Hubbard washers performed the best and
the PRR washers showed the largest loss in tension. All of the washers performed better
in the second 3-month cycle (Part 2), and only 1 bolt out of 12 (1-E with PRR washer)
dropped below 20,000 lb tension. Part 3 is the average of the two 3-month cycles, which
shows that the 2 medium-reaction spring washers with hardened parts held the bolt
tension above 20,000 lb. The PRR washers had 2 bolts in 4 with tension less than
20,000 lb. Part 4 of Table 9 gives a summary of the 6J/2-month cycle for the double-
coil washers, and only the Nos. 2 and 3 bolts for the other 3 corners of the crossing.
It will be noted that all bolts having the double-coil washers had a final tension in
excess of 20,000 lb. The effectiveness of the double-coil washers in the retention of bolt
tension was far superior to that of any single-coil spring washer with or without hardened
parts. The average remaining tension of the No. 1 bolts with double-coil spring washers
after 6J^ months was 26,500 lb. This value is about the same as shown in Part 3 of the
table for the single-coil spring washers with hardened parts for only 3 months' service.
Table 10 includes data for cycle 9 for all 4 corners of the crossing for a period of 2%
months. Crossing wear was not measured for this short cycle. In this cycle the Frog and
Crossing Hy-Crome washers with hardened parts and the double-coil washers performed
better than the other washers. There was only 1 bolt having less than 20,000 lb final
tension in the corner with PRR washers, and 2 bolts in the corner with the Hubbard
washers.
Table 11 is presented to give a summary of all cycles of bolt tension loss in which
40,000 lb initial tension was applied. This table, in addition to ranking the spring washers
in the four columns on the right, also can be used for conveniently appraising the value of
the several washers as to retaining bolt tension, and the benefits of the hardened parts. The
best comparison as to cycles can be made from the even numbered cycles, which included
a winter season. Prior to the fourth cycle, the PRR and the Hubbard washers were
reversed as to corners to determine what effect the change in location would have on
the loss in tension. The effect on all bolts with the PRR washer was to reduce the aver-
age tension loss from 62 to 51 percent. The average tension loss for all bolts with Hub-
bard washers increased from 50 to S3 percent. The benefits derived by adding the heat-
treated nuts and hardened flat plates can be judged by comparing cycles 4 and 6. In the
case of the Hubbard washers, tension loss in the No. 1 bolts dropped from 60 to 46
percent, or a reduction of 23 percent. For all bolts, the corresponding percentages were
S3, 39, and 26 percent. The same comparison for the Reliance Heavy-Duty Hy-Crome
washers for the No. 1 bolts was a drop from 65 to 56 percent, or a reduction of 14
percent. For all bolts there was no change in the percentage loss of bolt tension, this
being SO percent in both cycles. For the S-300 plate washers, cycles 4 and 6 showed for
all bolts a drop in percentage loss from 46 to 36 percent, or a reduction of 22 percent,
in favor of the second, or improved lot of washers. A part of this increased effectiveness
may be attributed to the improvement in the manufacture of the washers, resulting in
Track 759
less breakage, and also because in cycle 6 the No. 1 bolts had two washers nested back-to-
back, which was more effective in retaining bolt tension than with two washers nested
normally as in the fourth cycle.
In the columns at the right of Table 11, the ranking percentages are based on the
performance of the PRR washers without hardened parts. The performance of the
double-coil washers for all bolts (last column) was outstanding in that the tension loss
was less than one-half of that of the control washers. The next most effective washers
were the S-300 with 77 percent, and type D-5 washers, 79 percent. Hubbard washers
had a percentage of 87 and the Heavy-Duty Hy-Crome washers, 96 percent.
PENNSYLVANIA RAILROAD-GULF, MOBILE & OHIO RAILROAD
CROSSINGS AT CHICAGO
Test Conditions
These crossings are of construction similar to those at Warsaw, Ind., except the
rail is the 130 PS section, and the main bolts did not have a drive fit such as was
the case of the eastward crossing at Warsaw. The two diamonds selected for bolt tension
tests (Fig. 10) are in the PRR eastward ''Panhandle'' track and the double-track main
line of the GM&O, near 37th St. and Campbell Ave., Chicago. The PRR traffic, amount-
ing to approximately 4 million gross tons per annum, was slow-speed yard freight move-
ments between their 59th St. yard and various industries and interchange points. The
GM&O traffic included passenger and yard freight movements. All movements over the
crossings were hauled by diesel locomotives, except some steam power was operated by
the PRR. Most of the traffic was operated at slow speed because all trains were required
to stop at the crossings. The rear portion of some of the long GM&O passenger trains
attained speeds up to 30 mph. In 1952 the GM&O estimated its annual gross tons of
traffic at 4.2 and 4.8 million for their northward and southward tracks, respectively. The
crossings were supported by longitudinal bolted creosoted oak timbers under the PRR
rails, and stone ballast. These crossings were installed by the PRR in September 1944.
Test Data
In crossing "C" (Fig. 10), the PRR specification spring washers were compared
with the Hubbard experimental washers like those tested at Warsaw. In crossing "D",
the Reliance Frog and Crossing Hy-Crome washers were compared with the PRR wash-
ers. All tests were made with the ASA regular, medium-carbon nuts and l->^-in by 14-in
bolts already in use in the crossings. Two cycles each of 40,000 lb and 25,000 lb initial
bolt tension were conducted, and the results are summarized in Tables 12 to 15, incl.
Cycle 1 (Table 12) covered four months' service with 40,000 lb initial tension, and
cycle 2 (Table 13) was for a longer cycle to develop the capacity of the spring washers
for retaining tension over a long period. In cycle 1, the special test washers were slightly
more effective than the PRR washers. The medium weight washers were the most effec-
tive for the bolts in the No. 1 position. In crossing "C", the Hubbard washers had only
3 bolts with less than 20,000 lb final tension, compared with 7 for the PRR washers.
In crossing "D", the PRR washers had only 1 bolt with less than 20,000 lb tension,
compared with 4 for the Frog and Crossing Hy-Crome spring washers. Cycle 2 (Table 13)
was too long for good maintenance of bolt tension, but it served the purpose of giving
the washers a more severe test. The special washers averaged 53 percent tension loss,
compared with 61-62 percent for the PRR spring washers. In each half of each crossing
over one-half of the bolts dropped below 20,000 lb tension. In each crossing, the special
washers i)ermitted fewer bolts to drop below 10,000 lb tension. Cycles 3 and 4 (Tables
760 Track
14 and IS) were made with 25,000 lb initial bolt tension to develop information on the
use of low bolt tension. Initial tension of 25,000 lb was decidedly inadequate for these
long test cycles in which many of the bolts dropped below both 20,000 and 10,000 lb
tension. In crossing "C" (Table 14), the PRR washers lost 43 percent tension, compared
with 46 percent for the Hubbard washers. In crossing "D", the Frog and Crossing Hy-
Crome washers were more effective in retaining the bolt tension than the PRR washers.
In Table 15 the Hubbard washers had the lowest percentage loss in tension.
CHICAGO AND WESTERN INDIANA RAILROAD AND INDIANA HARBOR BELT
RAILROAD BELT LINE CROSSINGS AT CHICAGO
Test Conditions
The four crossings shown in Fig. 11 were installed by the IHB in October 1946
for the purpose of conducting service tests with the solid and reversible insert man-
ganese types of frogs, supported by longitudinally framed timbers on stone ballast and
integrally welded steel T-beam substructures on asphalt macadam ballast. Crossings
"A", "C", and "D" were selected for conducting bolt tension tests. Crossing "A", with a
steel substructure, was included for comparison with crossing "C" on timbers to deter-
mine if the difference in the crossing supports would influence the loss in tension of the
main bolts in these insert crossings. The continuous timbers for crossings "C" and "D"
were placed under the IHB rails. Solid manganese crossing "D" differed from AREA
Plan 771 in that the castings were made so that the guard and running rails abutted the
external arms in the same plane, instead of having an offset between the two junctions.
The castings also had integrally extended bottom plates. All of the joint bars for the
external and internal joints were of the machined type, and the outer bar for each
external joint was sloped on top to serve as a riser for the wheels. The castings were
6 in high to match the lOS-lb Dudley rail section, which was also used in the insert
crossings. All of the main bolts in the two designs of crossings were 1% in diameter,
except the internal bolts of the solid crossings were 1^^ in diameter.
The traffic consisted largely of interchange freight movements, hauled by diesel
and steam power at first, with a gradual conversion to diesels. Most of the traffic operated
at moderately slow speeds, except some of the north and south movements ranged up
to 30 to 35 mph. The tonnage on the two tracks of the IHB was said to be about equal,
and the northward C&WI track (operated by the Belt Railway of Chicago) carried more
tonnage than the southward track. Therefore, the two insert crossings carried about the
same tonnage during the test period, and the two solid crossings had a greater tonnage.
During the first four cycles a test was made in crossing "A" with hexagon Elastic
Stop Nuts in the west half of the crossing, with and without spring washers, as indicated
in Fig. 11. However, for the fourth cycle, the washers were moved from the SW to
the NW corner. These results will be discussed later. At the beginning of these tests
all of the spring washers were second hand except in the west half of insert crossing
"C". Through an error, 1^-in washers were furnished for the 134-in bolts. The washers
were replaced with the correct size at the beginning of cycle 3. At the beginning of
cycle 4, new Standard Hy-Crome spring washers were placed in the east half of crossing
"C" to obtain a comparison between new spring washers of two weights. At the same
time new nuts were placed on all bolts, and all of the beveled washers and headlocks on
the bolts were spot welded to the corner braces to prevent them from twisting when
wrenching the bolts (thereby fouling points for measurement of pull-in), and to reduce
the eccentric load on the bolts which may have dissipated tension by the spring washers
Track 761
imbedding into the nuts and beveled washers/ No change was made in the spring washers
in crossing "D" and in the east half of crossing "A", except to replace broken ones with
used ones of the same design, as indicated in Fig. 11.
For the three crossings, a preliminary tension loss cycle was conducted from October
1948 to April 1949, before it was possible to secure reliable data on crossing wear or
pull-in. A second gage with spring tension to hold it in place was developed and it proved
satisfactory. The preliminary test was made with 40,000 lb initial bolt tension, and
crossings "A" and "C" had the same loss in tension, or 56 percent. These data indicated
the bolts in the insert crossings lost from 79 to 89 percent tension in the No. 1 position.
The corresponding values for the Nos. 2 and 3 positions were 45 to 70 percent and 6 to
28 percent, respectively. As in the bolted-rail crossings, this indicated that the No. 1 bolts
in the insert crossings lost the greatest tension and constituted the major problem in
maintaining adequate bolt tension. In crossing "C" the average loss in tension of all bolts
with the Frog and Crossing Hy-Crome washers was 52 percent, compared with 59 per-
cent for the lighter weight used Standard Hy-Crome washers. In crossing "D", solid
manganese on timbers, the exterior 1^-in bolts lost 65 percent tension and the l^^-in
interior bolts lost 69 percent tension. In the external arms, the No. 1 bolts nearest to the
flangeway intersection lost the largest amount of tension and the bolts in position 4 had
the least loss in tension. In the 6-hole interior joints, the middle and intermediate bolts,
Nos. 3 and 2, lost the most tension and the No. 1 bolts in the end position showed a
smaller loss in tension.
The next cycle, designated as No. 1, was also conducted with 40,000 lb initial tension
and extended from June to November 1949, or about 5 months. The average loss in
tension for all bolts in the insert crossings was 31 percent for "A" on the steel sub-
structure, and 26 percent for "C" on framed timbers. In crossing "C", all bolts with
the used Standard Hy-Crome washers lost an average of 27 percent tension, compared
with 25 percent for the Reliance Frog and Crossing washers. The latter washers were
of the 1^-in size on 1%-in bolts, which probably detracted from their effectiveness
because of the loss of bearing area next to the periphery of the bolt. Crossing "D", solid
manganese on framed timbers, had an average loss in tension of 32 percent for all bolts
and the same percentage also applied to both the exterior and interior bolts. The pattern
of percentage loss in tension of the bolts by position was quite similar to that for the
preliminary cycle. In both of the foregoing cycles, the tension loss was greater in the
solid crossing than that of the insert crossing "C", both being supported on timbers.
However, it cannot be concluded that the solid type of crossing dissipates bolt tension
more than the insert type because the former carried more traffic by being in the north-
ward track.
The results of cycle 2 (40,000 lb initial tension) for the three crossings were published
in the Proceedings, Vol. 52, 1951, pages 546-551. The data indicated for this 8-month
cycle an average loss in tension of 45 percent for the insert crossing on steel support,
compared with 32 percent for the insert crossing on timber. In crossing "C", the Frog
and Crossing Hy-Crome washers showed an average loss in tension of 26 percent, com-
pared with 38 percent for the used Standard Hy-Crome washers, or a reduction of 32
percent loss by the former, which were for IJ^-in bolts. Crossing "D" had an average
loss in tension of 40 percent for all bolts and 42 and 38 percent for the interior and
exterior bolts, respectively. The tension loss pattern for the internal joints was similar
to a 6-hole joint in that the middle bolts lost the most tension and the end bolts the
1 In the insert-type crossing, only the Nos. 1 and 2 bolts had beveled washers and headlocks.
Since the inception of this investigation, Ramapo Ajax has adopted the practice of forging in one piece
the washers and headlocks for the Nos. 1 and 2 bolts.
762 Track
least. In the case of the external joints the loss in tension decreased by bolt positions 1,
3, 2, and 4. In the tast-mentioned reference to the Proceedings, graphs of final tension
and pull-in were presented for the two insert crossings. The plotted points in these
graphs were not in good agreement with the combined release curves for the spring
washer used and the bolt. Later it was determined that (1) the spring washer release
curve taken on simulated bolted-rail construction parts was well below that taken on
hardened blocks, and (2) an appreciable amount of bolt tension was dissipated by the
shock loads^ on the bolts, which caused the spring washers to imbed into the nuts and
the side of the crossing assembly. The effect of this imbedding was not included in the
pull-in measurements because the wear measurements were made from out-to-out of
corner braces or joint bars. Consequently, it was decided to discontinue the graphical
presentation.
Tables 16 to 22, incl., are presented to cover the remainder of the field tests con-
ducted on the three Belt Line crossings. Cycle 3, with 25,000 lb initial tension, was too
long for good maintenance of the insert crossings, but it did give the washers a more
severe test. Crossing "A" lost an average of 41J/2 percent tension and the corresponding
figure for crossing "C" was 54^ percent, for a period of 9 months, ended April 1951.
This was the first cycle in which the west half of crossing "C" had 1^-in Frog and
Crossing Hy-Crome washers, replacing those for 1^-in bolts. In the upper portion of
Table 17, it will be noted that the latter washers dropped in effectiveness. Those bolts
lost S3 percent tension, compared with 56 percent for the used Standard Hy-Crome wash-
ers. Upon inspection of the imbedding of the washers into the nuts, it was found that
the previous 15^-in washers had worn a collar on the nut and the IJ^-in washers had
imbedded into the collar, which increased the loss in tension. Crossing "D", for a 6-
month cycle, lost an average tension of 34^ percent, or 37 and 32 percent for the interior
and exterior bolts, respectively. With only 25,000 lb initial tension, the interior bolts in
the 3 positions lost approximately the same percentage tension, which was a departure
from the previous pattern similar to a 6-hole track joint.
In cycle 4, Tables 18 and 19, crossings "A" and "C" were tested with 30,000 lb initial
tension for different lengths of test periods. The insert crossing on the steel support lost
41^ percent tension in 6.4 months, and the crossing on timber lost 28J^ percent in 5
months. Prior to cycle 4 for crossing "C", new nuts were applied to all main bolts, new
Standard Hy-Crome washers were applied to the east half of the crossing and all beveled
washers and headlocks were spot welded to the corner braces for reasons previously
stated. In this crossing, bolts with the Frog and Crossing washers lost 24 percent tension,
compared with 33 percent for the new Standard Hy-Crome washers, or a reduction of
27 percent. The medium weight washers were most effective for holding up the bolt
tension in the No. 1 position — the critical one. Solid manganese crossing "D", with initial
tension of 25,000 lb (Table 19), had too many bolts below 20,000 and 10,000 lb final
tension. The cycle was too long because the bolts in each group lost their normal loss
in tension pattern and tended to equalize the tension loss in each group. After cycle 4,
tests were discontinued with the insert crossing on steel support (Crossing "A").
In cycle 5 (Table 20), initial bolt tension of 40,000 lb was used in crossings "C"
and "D" for periods of 6.7 and 7.6 months, respectively. Relative percentages of loss
in tension were 34 and 62^, respectively. In crossing "C", the Frog and Crossing wash-
ers were sUghtly more effective in retaining the tension than the Standard Hy-Crome
washers. This difference was entirely for the No. 1 bolts. Because of the long cycle the
iThe report on the Measurement of Shock Loads in Crossing Frog Bolts was published in the
Proceedings, Vol. 54, 1953, pp. 1002-1034.
Track 763
two groups of bolts in crossing '"D"' departed from tiieir normal pattern of loss in tension,
although it was slightly evident for the interior bolts. Only 2 bolts in crossing "C" dropped
below 10,000 lb tension, compared with 12 for crossing "D".
Cycle 6 (Table 21) was conducted with 30,000 lb initial tension for crossings "C"
and "D", for a period of 4^^ months. Crossing "C" lost only 16 percent tension compared
with 40 percent for solid crossing "D". In crossing "C" the Frog and Crossing washers
held the tension loss to 14 percent, compared with 18 percent for the Standard Hy-
Crome washers, and the number of bolts having less than 20,000 lb final tension were 3
and 6, respectively. No bolts dropped below 10,000 lb. The pattern of loss in tension of
the interior bolts of crossing "D" was in good agreement with that of a 6-hole track joint
in that the loss in tension was greatest at the middle bolts (No. 3) and smallest at the
end bolts. A much larger number of bolts in the solid crossing dropped below 20,000 lb
tension than in the insert crossing on timbers.
Table 22 gives the results of cycle 7 for solid crossing "D" with 40,000 lb initial ten-
sion and a service period of ey. months. In this cycle the exterior bolts lost more tension
than the interior bolts. However, considering all test cycles, the average tension lost was
about the same for each group. Eleven out of 24 internal bolts and 20 out of 32 external
bolts dropped below 20,000 lb tension. One interior and S exterior bolts had final tension
under 10,000 lb.
Bolt Tension Loss Patterns of Three Types of Crossings
It will be of interest to compare the patterns of tension loss of the three designs
of crossings and the effect of operating conditions on two or more*" crossings of the same
type. A typical cycle of loss in tension from 40,000 lb, including a winter season, was
selected for each of the six crossings involved in the measurements of tension loss. This
information is presented in Fig. 12. The numbers in the circles are the losses in tension
expressed in percent of the initial tension of approximately 40,000 lb. At Warsaw the
entire crossing lost SO percent tension, with 61 and 39 percent loss in the PRR and NYC
rails, respectively. The ratios indicate that the bolts in the PRR rails lost 56 percent
more tension than in the NYC rails. The external bolts lost less than the internal
bolts. At that location the PRR traffic was 9 times as heavy as the NYC, and the greater
tension loss quite logically occurred in the PRR rails, although they were favored with
the longitudinal timber support.
At the 37th St. location with the same type of crossing as at Warsaw, the tension
loss patterns were quite different with respect to the support. The tonnage over each
side of the two crossings was about equal. The tension loss in the GM&O rails was 26
percent greater than in the PRR rails, which were favored by having the supporting
longitudinal timbers. The outstanding feature of these crossings was the heavy loss in
tension of the GM&O external arms, being 45 to 58 percent greater than the values for
the PRR external arms. Likewise, in the GM&O rails, the external bolts lost 46 to 51
percent more tension than the internal bolts. The external bolts in the GM&O rails had
the greatest loss in tension of any of the arms. At that location equal support of the two
sides of the crossings would be beneficial in reducing the tension loss in the GM&O rails,
particularly in the external arms.
At the SSth St. location, the two manganese insert crossings had about the same
amount of traffic, because both were in the southward track of the C&WI, and the two
IHB tracks were said to have about the same tonnage. For both crossings, the ratios,
IHB/C&WI rails, were close to unity, except the first and third listed ratios were greater
for crossing "C" on a framed timber support. It is significant to note that the three
764 Track
ratios, external/internal bolts, lor crossing "A" on the steel support, were close to unity,
while those for crossing "C" on timber were approximately 1.50. Although the steel sup-
port was not beneficial in retarding the tension loss of all bolts, compared with that of
crossing "C", the steel support did tend to equalize the tension loss in the external and
internal arms of both tracks. In another cycle analyzed (30,000 lb initial tension), this
beneficial equalization of the loss in the IHB rails was remarkable. The ratio of the ten-
sion loss, all external/internal bolts, was 1.92 in cros.sing "C" on timber, compared with
1.06 in crossing "A" on the steel support. In solid manganese crossing "D" the bolts in
the C&WI rails lost 13 percent more tension, which difference was entirely due to the
excess loss in the internal bolts. The percentage loss in all external bolts was about the
same as the internal bolts.
Turnout Frog Bolt Terasion Tests
A main line turnout frog was included in the bolt tension tests to develop some
information on the rate of loss in bolt tension of this type of frog. The PRR very kindly
permitted the AAR research staff to conduct tests on a No. IS, 2S-ft railbound man-
ganese frog with 140 PS rail in the westward main and crossover, immediately east of
the crossings at Warsaw, Ind. This crossover was controlled by the interlocking plant
at the crossing. The turnout was installed new in the spring of 1949, and the test was
started in May 1950. This was a trailing turnout for westward movements, and the PRR
traffic was similar to that previously described for the eastward test crossing.
All of the 18 bolts, l}i in diameter, were included in the measurements. Thirteen
of the bolts were replaced with longer ones, with extra threaded length, in order to
reduce the number of lengths from nine to three for the purpose of simplifying the bolt
tension measurements. In the railbound frog construction, the bolt heads were clamped
against malleable iron beveled headlock washers shaped to fit the web of rail, and the
spring washers were in contact with similar beveled washers without the headlock. All
of the bolts had ASA regular medium-carbon nuts. The field measurements consisted
of bolt tension loss, pull-in or wear of the frog assembly, and nut back-off, the same
as for the crossing tests.
Three cycles of loss in bolt tension with 40,000 lb initial tension were conducted with
two weights of washers for service periods ranging from 0.90 to 1.28 years. The first
cycle was conducted with the PRR specification washers, and the other cycles included
the Frog and Crossing Hy-Crome washers that had been in service for less than two
years in one of the IHB-C&WI crossings being tested at the 55th St. location. The data
for each test cycle are presented on a plan of the frog and in a table. Fig. 13 and
Table 23 cover the first cycle of loss in tension, with an average loss of 23 percent for a
period of 1.28 years. The second cycle was the first one in which the Frog and Crossing
Hy-Crome spring washers were tested (Fig. 14, Table 24). The average tension loss for
all bolts for a service period of 1 year was 29 percent, compared with 23 percent in the
first cycle with the PRR specification washers. Cycle 3 (Fig. 15, Table 25) gave an
average loss in tension of 22 percent with the medium weight washers for 0.90 year of
service. The latter washers were not as effective in cycle 2 as in cycle 3, because of being
placed against bearing surfaces which had been indented and abraded by the low-reaction
washers having a much smaller width. In other instances the wide bearing washers
dropped below expectations when first substituted for narrow washers on the crossing
frogs.
In the three cycles, only bolt 9H in cycle 2 dropped below a final tension of 20,000 lb.
This was influenced to some extent by not having the full 40,000 lb tension initially.
Track 765
It will be observed from the figures and tables that bolts in certain positions lost more
tension than the others. Taking the average tension loss of the three cycles, bolts 5T
and 4T ahead of the frog point, and bolts 3H, 4H, and 6H behind the point lost the
greater amounts of bolt tension in their respective groups. Bolts ST and 4T are located
near the toe end of the casting near the first bend in the rails from the toe of the frog.
Bolts 3H and 4H are near the heel end of tread wings of the casting, near the receiving
end of the casting tread for trailing main line movements (to the left in the figures).
Bolt 6H was near the junctions between the running rails and the casting where its width
was reduced to accommodate those rails. Bolts losing the next largest amount of tension
were 2H, 5H. 8H, 9H, llH, and 13H. Prior to these tests the PRR section foreman had
indicated bolts 5T, 4T. 3H, 4H, .SH, lOH, and IIH had required the most wrenching in
this design of frog.
The values of pull-in for the turnout frog tests had considerable scatter and some
inconsistencies with respect to the amount of tension lost. It seems logical in this type
of construction, where adjoining bolts lost widely different amounts of tension, that the
horizontal flexure of the rails, caused by the irregularity of the final tension values, could
partially offset some of the pull-in at points of the larger losses in tension, and possibly
increase it at points of low losses in tension.
This test has indicated that with reasonably new frogs of this design and good main-
teuance, the problem of maintaining bolt tension is a minor one compared with that of
crossing frogs under comparable service conditions. It is judged that maintaining ade-
quate bolt tension in turnout frogs of bolted-rail construction, with or without high
guards, in heavy-duty side tracks with a lower standard of maintenance, will require
more frequent retightening of the frog bolts than in the test frog. Because of the slow
rate of loss in bolt tension in the test frog, it seems logical to conclude that impacts
imposed on the bolts by the traffic are much smaller than was measured in the No. 1
bolts of the westward crossing at Warsaw.
TESTS OF LOCKNUTS
Three types of locknuts were included in these tests to develop information on their
ut/lity and influence upon the maintenance of crossing frog bolt tension. All of the lock-
nuts were made of low-carbon steel. Each had a different principle of providing thread
friction for holding the nut in place. The Elastic Stop Nut was of the interference type
in which the locking element was a compressed fiber collar insert locked in the crown
side of the nut. As the nut was wrenched on the bolt, the threads on the bolt cut threads
in the collar which provided thread friction. The Security locknut utilized an alloy steel
threaded retainer in the crown of the nut which was made elliptical in shape to provide
thread friction by having the retainer assume a round shape when the nut was wrenched
on the bolt. The MacLean-Fogg Unitary Nut No. 3 had the top two or three threads
deformed slightly out of a true helix to provide thread friction for locking itself in place.
Bolt Tension Tests
The first test conducted with locknuts was in the west half of crossing "A" (Fig.
11), which was the manganese insert crossing supported by the structural steel sub-
structure and asphalt macadam ballast, at the 55th St. location. In the preliminary cycle
and cycles 1, 2 and 3 (all with 40,000 lb initial tension, except No. 3, which had 25,000 lb),
the northwest corner of the crossing had hexagon Elastic Stop Nuts for the likt-in bolts
without spring washers and the southwest corner had the locknuts with used Hy-Pressure
Hy-Crome spring wa.shers. For cycle 4, with 30,000 lb initial tension, the spring washers
766 Track
were moved to the northwest corner of the crossing to determine if the service conditions
were different in the two corners. In the preliminary cycle the corner with locknuts and
without washers lost 47 percent tension, compared with 55 percent for the other corner
with locknuts and spring washers. The corresponding figures for cycle 1 were 30 and 35
percent, and for cycle 2, 46 and 47 percent. Thus, a slight advantage was shown for the
corner without spring washers at first, and this had practically disappeared in cycle 2.
This small advantage of the locknuts without washers was influenced by the fact that
there were no washers to imbed into the nuts and corner braces as a result of the shock
loads, principally on the No. 1 bolts which lost the most tension. Also, the low-carbon
locknuts were more easily indented by the spring washers than in the case of the medium-
carbon nut generally used on frog bolts. The results for cycles 3 and 4 are given in
Tables 16 and 18. In Table 16 for cycle 3, with 25,000 lb initial tension, the corner with
the locknuts and no spring washers lost 52 percent, compared with 39 percent in the
southwest corner having the locknuts with spring washers. After moving the washers to
the northwest corner for cycle 4, the percentages were 39 and 45, respectively, in favor
of the northwest corner with the washers and locknuts. This test demonstrated that the
locknuts remained in place with or without washers, but were of little value in retaining
bolt tension throughout their service life.
The second bolt tension test with the three types of locknuts was made in cycles 1
and 2 of the eastward crossing at Warsaw, Ind. Fig. 7 shovv^s the location of the locknuts
in three corners of the crossing, all being used with the washers indicated in the figure.
In each of these test cycles there was no significant difference in tension loss of the bolts
with the locknuts and those with the medium carbon nuts. After completion of cycle 2,
the three types of locknuts were placed in three corners of the westward crossing for
further observations and to liminate the low-carbon nuts from the bolt tension test,
because medium-carbon nuts were in general use on crossing frogs. In this test the bolt
threads were oiled each time the tension was checked, and no trouble was experienced
with the locknuts becoming frozen.
Service Test
This service test was started May 1, 1950, and terminated July 7, 1953. The bolts
were retightened with the same frequency as in the eastward crossing. A record of the
nut back-off was maintained. No measurements of bolt tension were taken in this test
with locknuts. When the locknuts were first applied to the three-year old bolts, the bolt
threads were not oiled. By August 1952, the bolts with the Security and Unitary No. 3
locknuts were very hard to wrench. To facilitate the bolt maintenance, the locknuts were
removed and reapplied after oiling the bolt threads. Table 26 is included to give a record
of the frictional torque required to wrench the nuts on the bolts twice. In the first applica-
tion, several of the Security and Unitary No. 3 locknuts developed high friction torque
because of damaged threads at the end of some of the bolts. All three types of locknuts
lost a large proportion of their frictional torque in the reapplication with lubrication.
A few of the nuts were finger free.
During the service tests it was difficult at times to wrench some of the Security and
Unitary No. 3 locknuts. As a result of the large torque required, the headlock bars welded
to the corner braces were damaged. With large frictional torques, it was difficult for two
men to retighten the bolts. Some of the headlock bars on the corners having the two last-
mentioned types of locknuts had been broken or bent. This made it necessary in
retightening the bolts to use two wrenches, an additional one being required to hold the
bolt head. All locknuts were removed and replaced with the PRR standard nut (ASA
Track
767
regular medium carbon) in July 1953. At that time it was difficult to remove some of the
two last-mentioned types of locknuts.
There was no backing off of the locknuts in any of the tests. The locknuts were not
beneficial for maintaining bolt tension, except that in one of the insert crossings where
one type of locknut was tested with and without washers, there was a temporary advan-
tage when no spring washers were used. A uniform bolt tension cannot be obtained with
locknuts because of the wide variation in frictional torque. Because of the large torque
required to wrench some bolts with locknuts, adequate bolt tension cannot always be
applied with two men on a wrench. It is possible for locknuts to conceal that frog bolts
have lost all tension and are no longer performing their primary function.
DISCUSSION OF TEST RESULTS
Accelerated Initial Loss of Bolt Tension
From the previous investigation of the loss in bolt tension in track joints, it was
known that after tightening bolts, the loss in tension in the first few days was large as
compared with the remainder of the service period. The crossing bolts were checked to
ascertain the magnitude of this early loss in tension.
In crossing "C" (Fig. 10), at the 37th St. location, the loss in six bolts was checked
for one dav as follows:
Initial Tension 40,000 lb
1W-.
2W_
3W_
-Avg.
Bolt Position
Percent Tension Lost
First Day
SW Frog — PRR Specification Washers
GM&O External .\rm
8 Months
28
100
27
84
32
(i3
29
82
SE Frog— Hubbard E.xp. Washers
GM&O External Arm
IE -- ---
37
30
33
33
45
2E . ._- -. ... ..
74
3E ....
4C.
.\vg. ...
Bolts with PRR washers lost in one day a much smaller proportion of the 8-month
total than the Hubbard washers with higher reaction. This was probably influenced by
the shock loads causing a greater initial indentation in the case of the heavier washers.
For the 8-month period, the Hubbard washers lost one-third less tension than the PRR
washers. There was no back-off of the nut on bolt IW, which lost all of its tension.
In the eastward crossing at Warsaw, an overnight check was made of the loss in
tension of bolt IE in the PRR external arm of the SE corner with a Reliance Heavy-
Duty Hy-Crome washer (Fig. 7). The overnight loss in tension from 40,000 lb was 36
percent compared to 60 percent for the test cycle of 7 months.
From the results of the field measurements of the dynamic shock loads on the bolts
and the laboratory imbedding tests with shock loads, it is evident the high initial loss in
768 Track
tension in track was caused by the larger of the shock loads occurring during the short
period.
Tension Loss by Bolt Position
A review of the tension loss tables will reveal that bolts in certain positions of the
three types of crossings lost more tension than in the other positions. The bolt tension
loss patterns for the bolted-rail and manganese insert crossings were similar in that the
No. 1 bolts, nearest to the flangeway intersection, lost the greatest amount of tension;
the No. 2 bolts, next in magnitude; and the No. 3 bolts the least. It was found in the
measurements of the shock loads in the bolted-rail crossing at Warsaw that the shock
loads were relatively large at the No. 1 position and quite moderate at the Nos. 2 and 3
positions, the latter being of the magnitude comparable with the bolts in a track joint.
Consequently, the major problem of maintaining the bolt tension is at the No. 1 position.
However, in several instances some of the Nos. 2 and 3 bolts deviated from the foregoing
pattern and actually lost a greater tension.
It was determined for the solid manganese type crossing tested that in the 6-hole
internal joints the middle bolts lost the greatest amount of tension and the end bolts
the least. In the case of the 4-hole external joints, the two bolts in the receiving end
of the casting or rail lost slightly more tension. These patterns of tension loss for the
solid type of crossing were not as pronounced as those for the other two designs tested,
and it seems unnecessary to retighten the bolts that lost the larger amounts of tension
more frequently than the others in this type of crossing.
Rate of Bolt Tension Loss Per Month
A comparison of the rate of tension loss per month in all of the main bolts of the
three types of crossings was made by selecting two typical long cycles (40,000 lb initial
tension), averaging six to seven months' duration. The rate of loss was 7.6 percent for
the bolted-rail crossings at Warsaw and the 37th St. location. At the SSth St. location,
the insert crossing on steel support lost S.9 percent per month, compared with 4.6 percent
for the same type of crossing on framed timbers. The solid crossing at the same location
lost 5.7 percent tension per month.
The most significant finding from these values is that under comparable traffic and
maintenance conditions, the bolted-rail type of crossing would dissipate the bolt tension
more rapidly than the other types.
The comparison between the two insert crossings at the SSth St. location was rea-
sonably good as to traffic conditions. However, the diamond on steel T-beams was handi-
capped as to the spring washers and the locknuts without washers. The crossing on tim-
bers was favored with special washers in one-half of the diamond. From the results
obtained, it seems justifiable to conclude that, for the test conditions, the structural
steel substructure was not beneficial as to retarding the dissipation of tension in the main
bolts. If it had been possible to keep the diamond rigidly fixed to the steel support, the
downward flexure of the crossing under the passing wheels would have been reduced.
This lesser flexure would decrease the severity of the shock loads on the main bolts,
particularly in the No. 1 position, and reduce the attendant loss in tension.
Because the solid crossing at the SSth St. location carried more traffic than either
of the two insert crossings, it cannot be said with certainty that under comparable con-
ditions the solid crossing would have the higher rate of loss in tension. It seems probable,
under identical conditions of traffic and maintenance, that the insert type on timbers
would lose the greater tension for a given tonnage.
Track 769
Using the same test cycles to determine the monthly tension loss for the No. 1 bolts
only, the following percentage values were obtained: Bolted-rail crossings — Warsaw,
9.4, 37th St. location, 10.5; insert crossings on steel support, 9.4, and on timber 6.4. The
corresponding percentages for the Nos. 2 and 3 bolts in the same cycles were, respectively,
6.6, 6.2, 3.8 and 3.5. The foregoing comparison demonstrates the relatively high rate of
tension loss of the No. 1 bolts with respect to the other two positions in bolted-rail and
insert types of crossings. The latter group of percentages shows that the rate of tension
loss in bolts 2 and 3 of the two insert crossings was about the same. The excess loss
in tension of the bolts in the insert crossing on the steel support was primarily in the
No. 1 bolts. Apparently, the steel-supported crossing flexed more under wheel loads than
the insert crossing on timber, and the shock loads were higher, causing more dissipation
in the tension of the No. 1 bolts. It was developed in the shock load tests at Warsaw
that when the crossing settled two days after a rain, the maximum shock loads on the
No. 1 bolts suddenly increased from 13,000 to 17,000 lb (initial tension 40,000 lb), because
of the greater downward flexure of the diamond.
Thus, it has been shown that the bolted-rail crossings were highest in the rate of loss
in tension, and the No. 1 bolts in that type of crossing, as well as in the insert type,
present the major problem of maintaining adequate bolt tension.
Pull-in or Wear of The Crossing Assembly
\'alues of pull-in or wear of the crossing assembly have been included in the tables
covering the bolt tension loss cycles at the three locations. These values were concurrent
with the drop in tension of the respective bolts. In other words, the amount of pull-in
for each test cycle was the difference in the out-to-out readings taken for the initial
and remaining values of measured bolt tension. During the early stage of the field tests,
it was developed, in many instances, that the relation between the pull-in and final
tension of the individual bolts, with respect to the release curve for the spring washer
and bolt deformation, was not good. After measurement of the dynamic impacts in the
main bolts of the westward crossing at Warsaw, it was determined, particularly for the
No. 1 position bolts with relatively large shock loads, that the bolt tension was also
dissipated by the shock loads causing the washers to imbed into the nuts and corner
braces. For instance, if a bolt is torqued to 40,000 lb static tension, and a shock load is
imposed by the traffic for a total tension of 55,000 lb, then the higher tension causes
the washers to become imbedded deeper into the nut and corner brace and dissipate some
of the initial static tension. Obviously, this effect was not included in the pull-in measure-
ments, which were based on the change in out-to-out dimension of the corner braces
or joint bars.
Considering the No. 1 bolts in only the 40,000 lb initial bolt tension cycles for the
bolted-rail crossings, the rate of pull-in per month for the single-coil washers was approxi-
mately 0.002 in at Warsaw and 0.003 in at the 37th St. location. The higher values at the
latter location may have been influenced by these crossings being four years older than
the eastward crossing at Warsaw. The corresponding figure for the insert crossings at the
55th St. location was less than the value of 0.002 in for the Warsaw crossing. The larger
average values in the solid crossing ranged up to 0.002 in per month. The rate of pull-in
for the double-coil Hy-Crome washers at Warsaw was about the same as for the single-
coil washers at that location. All of the foregoing values are based on the average length
of bolt tension loss cycles of 6 to 7 months. Because of the many variables in traffic
conditions as well as maintenance conditions and practices, it is apparent that the fre-
quency of retightening crossing frog bolts to a certain standard will vary widely for the
many sets of conditions.
770 Track
Under the test conditions, it was not possible to determine accurately the relation
between the rate of pull-in and the magnitude of the initial bolt tension. There were
appreciable variations in the pull-in at the No. 1 bolts in the four corners of the same
crossing. However, an analysis of the total wear at the No. 1 bolts of the crossing at
Warsaw indicated the same rate per month for the cycles with 25,000, 30,000 and 40,000
lb initial tension. The total wear was determined from the change in the out-to-out
dimensions taken before and after a test period when the bolts were set at their initial
tension.
MISCELLANEOUS OBSERVATIONS
Broken Washers
All spring washer breakage which occurred in the four-year test of the eastward
crossing at Warsaw was noted in Tables 2 to 10, incl. At that location there was no
breakage of the following washers: Hubbard experimental, PRR specification. Reliance
Heavy-Duty Hy-Crome, and Reliance Frog and Crossing Hy-Crome.
During the 3-year test of two bolted-rail crossings at the 37th St. location, 11 Hub-
bard experimental and 30 used PRR specification washers were broken. There were no
Reliance Frog and Crossing Hy-Crome washers broken.
At the 55th St. location there was no breakage of the new spring washers tested.
Three of the used washers, one IJ^-in Standard Hy-Crome, one 134-in Hy-Pressure
Hy-Crome, and one l^^-in Hy-Pressure Hy-Crome were broken during the 5-year test
of the three crossings.
Bolt Wrenching and Breakage
In the older crossings at the 37th St. and 55th St. locations, some of the bolts were
difficult to tighten to 40,000 lb, because the threads had been battered by the washers
when the bolts were loose. In a few instances the bolts could not be wrenched to 40,000
lb tension with 2 men. At the 37th St. location in 1951, when the test crossings were
7 years old, it was necessary to replace 10 bolts (of a total of 96) to facihtate the
wrenching. Four IJ^-in bolts were replaced with new ones in the insert crossings at the
55th St. location in 1950. Some of the bolts in the older crossings required three-man
wrenching. The foregoing difficulties can be avoided by lubricating the bolt threads with
a grease known to have good weather-resisting qualities and by not permitting the nuts
to become entirely loose, which will prevent the threads from becoming battered.
There was no breakage of any of the main bolts in the crossings in which bolt tension
tests were conducted.
Stretching of Bolts
All of the main crossing and turnout bolts tested had been in service prior to the
beginning of the bolt tension tests, and the extensometer readings indicated that none
had been permanently elongated during these tests. Because of battered threads, 10 of
the 1^-in main bolts in the crossings at the 37th St. location were replaced with new
ones in 1951. Also, 4 of the lj4-in No. 2 bolts in the insert crossings at the 5Sth St.
location were renewed in 1950. None of the replacement bolts was found to be per-
manently elongated in the subsequent tension tests. Dissipation of bolt tension by per-
manently elongating the high-strength frog bolts is of little consequence.
Nut Back-Off
None of the nuts backed off of bolts that still had some tension left. A few of the
nuts backed off in cases where the bolt tension became zero. In some instances, with no
tension, the nut had not backed off. In one instance where a locknut without a washer
Track 771
was replaced with an ASA heavy medium-carbon nut on crossing "A" at the 5Sth St.
location, the nut backed off of the bolt completely, but the bolt remained in place. Nut
back-off did not dissipate bolt tension, as it occurred only after the bolts were loose.
This deduction was based on the fact that nuts had not backed off of bolts with 1000
to 2000 lb tension, and did not always back off the bolts that had no remaining tension.
LABORATORY TESTS OF SIMULATED SHOCK LOADS ON CROSSING
FROG BOLT ASSEMBLIES
During this five-year field investigation, careful observations were made of the
indentation and abrasion of the nuts and corner braces of the crossings by all types of
spring washers. Many specimens of nuts were examined in the laboratory by measuring
the depth of the indentation. These measurements partially explained the lower efficiency
of the medium and heavy weight single-coil spring washers. It was also determined that
washers of the S-300 and D-5 compression types caused less indentation and resultant
dissipation of the bolt tension. The imbedding of the double-coil washers was found to
be much less than that of the single-coil washers, because of the greater bearing area
on the nuts and corner braces. Because of the importance of this phase of the work,
it was decided to conduct laboratory imbedding tests on l^^-in bolts with the same nuts
and corner brace material as encountered in the field. By this means, the imbedding
characteristics of the several types of washers could be translated into reactive pressures
and efficiency of the spring washers.
Preparation of Bolt Assemblies
All specimens were made to test spring washers for l->^-in bolts. All nuts used were
of the ASA heavy medium carbon steel, except one bolt was tested with a heat-treated
nut and a hardened fiat plate washer next to the corner brace block. After freezing a nut
on a 1^-in heat-treated bolt by wrenching it to the end of the threads, the excess
threads were cut off and the top of the assembly was machined so that the compressive
load apphed to the threaded end of the bolt would be partially carried by the nut to
avoid any movement of the nut with respect to the bolt. The bolt was then cut to a
length of 4)^ in, the excess shank being used to guide the bolt in a dummy block below
the corner brace. The Ramapo Ajax Division, American Brake Shoe Company, furnished
three short pieces of corner brace material. The chemical analysis indicated the steel had
0.25 percent carbon and 0.55 percent manganese. The corner brace bars had a Brinell
hardness of 136. The medium carbon nuts used had an average Brinell hardness reading
of 138. The heat-treated medium-carbon nut had a hardness reading of 229, toward
the lower end of the range. The hardened flat plate washers averaged 400 Brinell hard-
ness. The corner brace bars were machined on top to provide a good surface for the
spring washers. Likewise, the working face of the nut was machined.
Test Procedure
These tests were conducted in a Baldwin-Southwark hydraulic compression-tension
testing machine. Each of the single-coil and S-300 spring washers was preloaded to
60,000 lb to avoid any perceptible permanent set during the tests. It was necessary to
preload the double-coil washers with 75,000 lb to prevent permanent set during the test.
The preloading was performed on special hardened blocks, the same as used for testing
washers for their reactive properties. This test simulated a 40,000-lb static bolt tension
and shock loads of 20,000 lb, or a total cyclic operating load of 60,000 lb. Each specimen
was tested in exactly the same manner when assembled with a bolt and corner brace.
772 Track
After preloading the washers, each was placed in a separate assembly of bolt, nut
and corner brace block. The testing machine was set up for taking reactive pressure
curves with an Ames dial indicator for measurement of the movement of the top platen.
The specimen washer was first loaded to 40,000 lb, taking dial readings at 100 lb and
40,000 lb. A release curve to 0.060 in was then taken, which was plotted as curve 2 in
Fig. 16. Then the load was increased to 60,000 lb and released to 40,000 lb five times.
On the sixth release of the load from 60,000 lb, the platen was released to the same dial
reading as was obtained for the first load of 40,000 lb. The load measured was used for
plotting curve 3 at zero release in Fig. 16. From that load, a release curve was taken
to 0.060 in. Release curve 1 in the figure was taken on the hardened blocks prior to the
shock load tests.
DISCUSSION OF TEST RESULTS
For convenient comparison of these tests with nine conditions, all of the graphs of
the release curves have been included in Fig. 16. The loss in reactive pressure of the
washers between curves 1 and 2 represents the effect of the relatively soft bearing surfaces
prevalent in crossing frog construction. The spread between curves 2 and 3 is the
effect of the six 20,000-lb shock loads. In practically all of the tests the dial readings
remained constant for the 60,000-lb loads after the first application. Therefore in track,
only one large shock load is all that is necessary to dissipate tension by imbedding due
to shock loads. Because of the small scale used in Fig. 16; pertinent values of the reactive
pressures have been shown as items a and b at a release of 0.030 in, which are defined
in the legend.
It will be observed in the left portion of the first 6 graphs (except No. 4), Fig. 16,
that the washers lost more of their effectiveness before application of the shock loads
(difference between curves 1 and 2). In graph 4 the Heavy-Duty Hy-Crome washer lost
most of its effectiveness after the shock loads. This finding contributed much to the
explanation of the low effectiveness developed in the field by the last-mentioned washer
when used without hardened parts. By comparing graphs 2 and S, the advantage of the
hardened parts is demonstrated. However, there was little difference in the release curves
after the shock loads at the release point of 0.030 in. In the field tests, the hardened
parts improved the efficiency of the medium reaction washers but not in the case of the
Heavy-Duty Hy-Crome washer with a high reaction.
The drops in the release curves of the double-coil washers in graphs 7, 8 and 9,
before and after the application of the shock loads, were about equal.
The improved lot of S-300 plate washers gave good performance in track. Graph 6
(Fig. 16) indicates that the shock loads had httle effect on the efficiency of this washer.
Likewise, the shock loads caused little drop in the release curve for the washer with
hardened parts in graph 5.
RECOMMENDATIONS
Specifications for Spring Washers
It is obvious from the test measurements that maintenance of a high bolt tension
will be beneficial in keeping the various parts clamped tightly together so that the amount
of relative movement between the parts and resultant wear will be minimized. In addition.
a high bolt tension is beneficial in providing some stiffness of the crossing frog to resist
deflection under wheel loads and thereby aid the supporting ties in maintaining a good
surface over the crossing. The function of the spring washer is to aid in maintaining this
bolt tension on a practical basis, so the labor cost for retightening, as required, will be
minimized.
Track 773
As previously discussed, 40,000 lb initial tension is about the practical limit of hand
wrenching with the average condition of bolts. Therefore, it is recommended that the
applied load in the specification test shall be 40,000 lb.
Because the No. 1 bolts in a bolted-rail crossing have the largest rate of bolt tension
dissipation, emphasis should be placed on the requirements for those bolts. The value of
the spring washer in maintaining bolt tension depends upon its ability to maintain a
reactive force as wear occurs and the faces, which the bolt head and nut contact, come
closer together, which is referred to in the report as "pull-in". In the test measurements
which extended over a period of several years, it was found that the average amount
of pull-in for the No. 1 bolts at the Warsaw crossing approximated 0.002 in per month;
in the bolted-rail crossings at the 37th St. location, 0.003 in per month; in the man-
ganese insert crossings at the 55th St. location, less than 0.002 in per month; in the solid
manganese crossing at the latter location, up to 0.002 in per month. This would indicate
that for the various types of crossings over a period of 1 year the pull-in would range
from 0.024 to 0.036 in. Inasmuch as a pull-in value of 0.030 in has been used in specifica-
tion requirements for spring washers for track joints, and since this pull-in value agrees
reasonably well with the pull-in measurements on the crossings, it would seem desirable
to use this same value of 0.030 in. in establishing the release distance for reactive
pressure requirements of spring washers for crossing frogs.
With reference to the minimum bolt tension that is permissible before bolts should
be retightened in order to maintain efficient functioning of the crossing frog assemblies,
it is difficult to establish this value on any precise and definite basis. It is apparent, as
previously stated, that the tighter the bolts the better. However, it does appear from the
test measurements that the crossing frog functioned reasonably well and the rate of wear
was not appreciably increased as long as the bolt tension was maintained above 10,000 lb.
Accordingly, it is recommended that this value be used as the minimum bolt tension at
the release point in the specification requirement.
In view of the fact that the investigation has shown the very great importance on
the reactive characteristics of the imbedding action of spring washers into the relatively
soft surfaces of the crossing brace and nuts, it seems necessary that this be included in
the method of making the reaction test on the spring washers. Accordingly, it is recom-
mended that the reaction test on the washers be made with the washer placed between
steel plates in the testing machine, both above and below the washer, and that these
steel plates shall have a Brinell hardness not to exceed 150, which is in conformity with
th hardness of the crossing brace and medium carbon nuts.
Also, since the measurements of impacts on the bolts under traffic at Warsaw showed
that there was an increase in the bolt tension due to the fiexural action of the crossing
frog (termed shock load in this report), and since this will have an important influence
on the reactive characteristics of the washer due to the imbedding action, it is necessary
that provision for this be included in the reaction test. Study of the bolt tension measure-
ments indicates that an increase in the applied load of 40,000 lb up to 60,000 lb will be
adequate for maximum shock loads.
The recommendation, therefore, for the reaction test for spring washers for crossing
frogs is as follows:
(a) Place the test washer in the testing machine between two steel plates not less
than y^ in thick, having smoothly ground surfaces and a Brinell hardness not to
exceed 150.
(b) Apply an initial load of 40,000 lb and record the dial reading for the position
of the platens of the machine.
774 Track
(c) Increase the test load to 60,000 lb.
(d) Release the load until the distance between platens is 0.030 in greater than that
recorded in (b) above.
(e) The amount of load remaining in (d) shall be not less than 10,000 lb.
Observation of Fig. 16 shows that only one of the spring washers tested will meet
this suggested specification requirement. That is the Reliance Double-Coil Hy-Crome
spring washer shown in graph 7. However, it is believed that by giving consideration to
minimizing the loss due to imbedding of the contact surfaces and using a sufficient cross
sectional area, any manufacturer that so desires can meet these requirements.
Design of Spring Washers
It has been shown, both in the field tests and the laboratory tests of shock loads,
that the imbedding of the washers in the bearing surfaces caused by the larger shock
loads resulted in major losses in tension. It is possible that changes in the shape of coil
washers may reduce the loss in tension attributed to the shock loads. Consideration should
be given in the design of helical spring washers to provide more bearing area against
the nut and corner brace when the washer goes solid and when it has opened slightly.
Most of the spring washers are thicker at the inner periphery than at the outer one.
The laboratory imbedding tests showed a concentration of the indentation on relatively
small areas near the outer periphery of the bolt. A washer of uniform thickness should
increase the width of the bearing areas and aid in reducing the depth of the indentation
and abrasion, as well as the attendant dissipation of tension. Some washers are made
of a cross section having sharp corners along the outer edges. When slightly open, in
some instances these washers have only a line bearing on the edges diametrically opposite
to the ends of the single coil. It is believed that the corners should have a little longer
radius. Also, imbedding is concentrated at the heel of the ground deflection, or the
chamfer at the ends of the washer, on a small area close to the inner periphery of the
helical washers. Any improvement in spring washer designs that will enlarge the contact
area and reduce the dissipation of bolt tension chargeable to the major shock loads will
promote economy in maintaining bolt tension and simplify the problem of complying
with the new specification.
Conclusions
The major loss of tension in frog bolts can be attributed primarily to wear of the
crossing assembly, imbedding and abrasion from the shock loads, and possibly some
corrosion. Stretching of the bolts and nut back-off were found to have a neghgible effect
on bolt tension dissipation.
The double-coil spring washers tested held the bolt tension above 20,000 lb twice
as long as the single-coil washers.
The use of hardened nuts and hardened flat plate washers next to the corner braces
increased the efficiency of the medium weight single-coil washers, but were of little benefit
when used with the Heavy-Duty Hy-Crome washers.
The maintenance of bolt tension in the No. IS railbound turnout frog was a minor
problem as compared with the crossing frog bolts.
All types of the spring washers tested with the conventional construction lost some
of their effectiveness because of the relatively soft bearing surfaces next to the washers.
Locknuts were not beneficial in the retention of bolt tension. No locknuts backed
off of the bolts during these tests.
Nuts having the standard National Coarse thread did not back off as long as the bolt
had some tension, and many of the nuts on bolts with zero tension did not back off.
Track
775
9 o
qi OOOi ui pool
776
Track
Legend
Curve Avg. Reaction at
Number Release of 0 030"
dqoooooo
D O QOOOiDin
Ji oo O * CV4. <" 0\ — .
cT <*■ fvj- 03 oo id" <M CJ
Coil Hy-Crome I
Duty Hy-Crome 1
^ed S-300 Plate 1
rd Experimental
^ed Frog and Crossing Hy-Crome
assure Hy-Crome (Used)
Specification (Used)
Specification (New)
/
1
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Track
xtion at
of 0.030"
000 lb
500
800
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Id
Avg. Re
Release
ed Frog and Crossing Hy-Crome 8,
essure Hy-Crome (Used) 6,
ard Hy-Crome (Used) 4,
□rd Hy-Crome (New) 4,
Lege
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Number
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ed Frog and Crossing Hy-Crome 7,
essure Hy-Crome (Used) 6,
3rd Hy-Crome (Used) 4,
)rd Hy-Crome (New) 3,
Leger
Curve
Number
1 - -» — -^ - Improv
2 — Hy-Pr
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Track
781
N.W Corner
RRR. Specification
Spring Washers
S.W, Corner
Type D-5 Laminated —
Compression Wastiers
N E , Corner
Hubbard Experimental
Spring Wostier
No, I Bolt l%"x 14"
No, 2
No 3 •
S E Corner
Reliance Experimental
Heavy-Duty HyCrome
Spring Washers
LEGEND
-" — H- P.R.R. Standard Bolt, Nut and Spring Washer.
PR R Standard Bolt and Nut with Washers as shown.
PRR Standard Bolt, with Lock Nuts and Washers as shown.
Fig. 7. Plan of PRR.— NYC Crossing at Warsaw, Indiana , Showing Position
and Description of Bolts, Washers and Lock Nuts for the Second
Test Cycle.
782
Track
Fie. 8. Exlensometer Used for Detertr.ining The Loss to Frog Bolt Tension
Fig. 9. Out-to-Out Gage for Determining The Puii-ia or Wear of Frog Assemblies
Track
783
9M
Hhd
GOj
CO; 'I
83
add
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784
Track
N W Corner
Elastic Slop Nuts
No Washers
Manganese Insert
li," Diom Bolts
Structural Steel
T-Section Support
N E Corner
Washer 'A"
Solid Mongonese
Structurol Steel
T-Section Support
SW Corner
Elostic Slop Nuts
Washer "A"
SE Corner
Washer "C"
"fe Between Tracks - I H B R R
Bolt No 3
■ ■■ No 2
- ■• No I
Bolt No 4
.. No 3
" No 2
West holf
Wosher"D"
Manganese Insert
iV Diam Bolts
Bolted Longitudinal
Timber Support
East half
Washer "C"
Solid Manganese
I
■'D
Bolted Longitudinal"
Timber Support
Boll No I
■ No 2
■ No 3
» No 3
" No, 2
" No, 1
Bolts laa
Security
Lock Nuts
Washer "C"
|5/8-
1^4-
Interior Bolts- Washer"B"
Exterior Bolts- Washer"A'
Note Washer "A" Reliance Hy-Pressure Hy-Crome Spring Washer
Wosher"B" Reliance ■■
Washer "C" Reliance Standard Hy-Crome Spring Washer
Washer"D" Reliance ImpFac. Hy- Crome Spring Washer
All nuts are ASA Hvy. M.C.plus |-in thicker
Plan of IHB-Cawi RR Crossings near 55 Ih, St and Cicero Ave , Chicago, III , showing the
location of bolts, washers and lock nuts, type of crossing and support, and direction of traffic
for cycles I and 2
Track
785
Heat Treated Bolted Roil Crossings
PRR-NYC ot Warsaw, Indiono
PRR - GM a 0 at 37tti St. and Campbell Ave. Chicogo, Illinois
Longitudinal Timbers under PRR Roils
1
O'
1
>-l
1
z\
1
-
^'"'- (g)- "
-f)
All
prrI
bolts
bolts'
r
NYC-
bolts)-
i^-\
le dio bolts
Cycle 4 10-25-50 to 5-16-51 6 71 mo
Rotios
/-All bolts I 56
i External bolts 1.49
[ Internal bolts I 63
Tan bolts 0.89
internal bolts j^^^c 0.94
PRR
External bolts
"C"
PRR
--@
EB
.<§^-
^
PRR
57
EB
.^.
-(g)
l| dia bolts 1 1 dia bolts
Cycle 2 10-12-49 to 6-21-50 8.30 mo
126
145
0.95
126
1.51
109
Ratios
GMao r "^"^
-p^ < External bolts
(.Internol bolts
Externol bolts
Internol bolts
All bolts
Gwao
PRR
1.26
1.58
0.97
1.18
1.46
0 90
Mongonese Insert Crossings
Solid Mongonese Crossing
IHB-Cawi at 55 tti St. and Cicero Ave. Chicago, Illinois
Structurol T Beom Support
Framed Timber Support
Framed Timber Support
"A"
S
cO
'
o
5)-'y5-
-^
^
OD
1
cn
1
.-4
5>->.
'C"
32
EB
1^ dia. ext. bolts
l|dia. int. bolts
IHB
EB
.-<59K-
> (67
ii"dio bolts ly"dia bolts
Cycle 2 11-18-49 to 7-17-50 7.95 mo
Cycle 5 10-3-51 to 5-21-52 758mo
1.00
1.10
Q90
1.04
1.15
0.94
Rotios
('All bolts 1.13
^^^ ■< Externol bolts 1. 10
'^^^' (internol bolts I 14
'All bolts 1.53
ilHB 1.51
LcaWI 1.56
Ratios
fAII bolts
1.13
Externol bolts
Internol bolts
^^^ -j External bolts 1.00
'"^ llnternol bolts 1.28
I bolts 0.99
B 088
1.13
Externol bolts
rAII
iIHE
Internal botts (r ^ yui
Figures in circles indicofe percentage loss in tension from 40,000 lb initial tension.
Fig. 12. Typicol Patterns and Ratios of Percentage Loss in Bolt Tension for Ttiree Types
ot Crossings.
786
Track
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Track
78Q
20
40
O 20
20
40
20
001 0.02 0.03" 004" 005"
PRR Specification Spring Wosher
ASA Heavy M.C. Nuf
Reliance Frog and Crossing Hy-Crome Spring Washer
ASA Heavy MX. Nut
Reliance Heavy Duty Hy-Crome Spring Wastier
ASA Heavy M.C. Nut
S-300 Plote Washer
ASA Heavy M.C. Nut
0.01 0 02 0 03 0 04 0.05
Reliance Double Coil Thockeroy Spring Washer
ASA Heavy M C. Nut
Legend
0 Normol release curve taken on hardened blocks
(Z Release curve on bolt assembly before shock loads
$ Release curve on bolt OMembly after shock loads
Remaining values of bott load in 1000 lb:
(a) At zero release offer 6-20K shock loads
(b) At release of 0.030 in oftsr the shock loads
0.02 003 0.04 0.05
Hubbard Experimental Spring Washer
ASA Heovy M.C. Nut
Relionce Frog and Crossing Hy-Crome Spring
Washer, ASA Heavy Heot Treoted Nut and
Plate Washer
Reliance Double Coil Hy-Crome Spring Washer
ASA Heavy M.C. Nut
0.02 0.03 0.04 0.05
Notional Double Coil Hipower Spring Washer
ASA Heavy M.C. Nut
20
40
20
40
40
20
Fig. 16. Spring Washer Release Curves for l| -in Bolts Showing the Effect of Imbedding mto
the Crossmg Frog Nuts and Corner Broces (Initial Bolt Load 40,000 lb ond 5u
20,000 lb Shock Loods)
790
Track
« S- S ^ S- S-
Fia?(a»si»«
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ft a a ^" u J ° "'
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Track
791
3
£
ASA Heavy L. C. Elastic
Stop Nuts on North fi East
Bolts. ASA Regular M. C.
Nuts on South L West Bolts
ASA Regular Eex. L.C. Se-
curity Locknuts on North Z:
West Bolts. ASA Regular RG
Nuts on South i East Bolts
3
z
d
2
a
OS
<
CO
<
ASA Regular L.C. MacLean-
Fogg Unitary No. 3 Locknuts
on South &. East Bolts. ASA
Regular M.C. Nuts on North
& West Bolts
No. of Bolts
with Final Ten-
sion less than
O -H O
-
o o o
o
^ O .H
CM
o o o
o
o
CM
C^J CM CM
-
CO — ' rt
tn
CO r-i CO
t>
rH O O
-
Average
Pull-in
(in)
0.013
0.008
0.007
o
o
o
0.023
0.016
0.012
o
o
0.012
0.009
0.009
O
o
o
0.022
0.018
0.013
00
o
d
Percent
Tension
Lost
00 c- to
isi -^ n
lO CO CM
UO -^ CO
CO
'I"
CO uo -H
U^ CO cc
o
uo
T}< CO o
■il< CO CO
to
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c
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'tn
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2
bi '"'
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<
in
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►J
24.5
19. 1
14. 0
CM
cn
22.0
16.6
12.9
CM
21. 1
14.5
24.4
o
o
CM
18. 2
13.6
11.4
C
18.0
21.9
26.4
CM
17.9
21.9
27.6
CM
CM
18.5
26.6
15.8
CO
o
CM
23.1
27.2
27.3
uo
CM
C3
'c
42.5
41.0
40.4
CO
39.9
38.5
40.5
cc
CO
39.6
41. 1
40.2
CO
d
41.3
40.8
38.7
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N. W. Corner
PRR Specification
Spring Washers
N. E. Corner
Hubbard Experimental
Spring Washers
S. E. Corner
Used PRR Spec.
Spring Washers
S. W. Corner
Type D-5 Compression
Washers
CJ ^
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c
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s
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792
Track
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ASA Heavy L.C. Elastic Stop
Nuts on North & East Bolts.
ASA Regular M.C. Nuts on
South £i West Bolts
ASA Regular Hex. L.C. Se-
curity Locknuts on North u
West Bolts. ASA Regular M.C.
Nuts on South & East Bolts
3
z
d
u
d
s>
K
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CO
<
ASA Regular L.C. MacLean-
Fogg Unitary No. 3 Locknuts
on South & East Bolts. ASA
Regular M.C. Nuts on North
& West Bolts
No. of Bolts
with Final Ten-
sion less than
o
CM CM rH
^
o o o
o
.-H O O
-
o o o
o
o
CM
T)< CM CM
a.
Tp CO -1
^
c„^
C-
CM ^ ,-1
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Average
Pull-in
(in)
0.011
0.010
0.011
o
d
0.019
0.015
0.009
o
d
0.015
0.011
0.006
o
o
0.012
0.011
0.006
O
o
d
Percent
Tension
Lost
Tf C- CO
c- lo in
CM
CD
•^ CM in
CD in CO
o
CD O OO
CD in CO
CM
in tr- C35
in ^ CO
c
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c
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30.3
23.0
21.4
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ira
CM
24.9
20.2
13.6
CD
25.9
19.7
13.8
oi
22.5
18.7
15.8
en
c
10.5
17.3
18.9
in
in
14.2
18.9
24.9
d
13.3
19.7
22.8
CO
oo"
18.3
21.5
24.5
CM
5
S
40.8
40.3
40.3
in
o
■3>
39.1
39. 1
38.5
00
39. 2
39.4
36.6
00
40.8
40.2
40.3
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ra o
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rt CM CO
bJ3
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2(2)
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CM. .
05 ; r
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CM : n
0
z
bj)
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-H Z Z
m
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cs C
C C
o a
r! CO
g-o
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Z
N. W. Corner
PRR Specification
Spring Washers
N. E. Corner
Hubbard Experimental
Spring Washers
S. E. Corner
Reliance Heavy-Duty
Hy-Crome Spring-
Washers
S. W. Corner
Type D-5 Compression
Washers
%
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v
m
hn
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Track
793
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3
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a)
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3
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u
2
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a)
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3
Z
u"
<
<
ASA Regiilar L.C. MacLean-
Fogg Unitary No. 3 Locknuts
on South & East Bolts. ASA
Regular M.C. Nuts on North
& West Bolts
No. of Bolts
with Final Ten-
sion less than
o
.-co—'
CM
o o -^
-
o o o
o
o o o
o
o
CM
^T « CM
cx>
Tf CO CM
05
CO CO CM
■JO
CO CM O
in
Average
Pull-in
(in)
OT 00 —1
O O -H
o o o
d d d
en
o
o
d
e; i> to
o o o
o o o
d d d
O
O
d
lO '^ -:t^
O O O
O O O
d d d
o
o
d
lO CO -3<
o o o
o o o
d d d
o
o
d
Percent
Tension
Lost
CO [r^ iO
Tfi T)< in
-1"
tP CO CO
S
t- 00 — 1
CO CM C^J
o
CO
— 1 cr 1-
CO CM -H
CO
CM
c
o
c
11
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bij —
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d d oo"
LO
d
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cc
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cc t> d
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C-' od cm'
^ ^ CM
d
5
rf rf ■<!<
to LO lO
CM CM IN
in
CM
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CM CM CM
CM
CM C^ Ol
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CM CM CM
CO
CM
C- O OJ
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cm C^^ CM
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-H P'-l
>>
1
3 « «
c c
Si C -u
ii ^
^ .15 to
.« to i^
.2 bp <u
w .S 5
-w ^ .«
:3
0
a
0)
•a
•a
a
5
CO
3
ho
S-i
0
m
C
Ih
0
-t-*
(1>
x>
eu
a
(U
c
c
0
Xi
eS
u
"O
ca
0)
Sh W g
g « c
o> o
C 0^
CU -w
G U ^
ij =3 O
CO >>
CO 5 to
O ^ 01
^^ 0) T5
O M 3
(J
Track
815
TABLE 23 . - STJMMARY CF THE FIRST CYCLE CF LOSS IN TENSION IN THE
1 3/8 IN DIA. BOLTS OF A NO. 15 - 25 FT - LW PS RAILBOUND MANGANESE
TURNOUT FROG IN THE WESIWARD MAIN AND CROSSOVER OF THE PENNSYLVANIA
RAimOAD AT WARSAW, INDUNA.
Bolt
No.
Ncniinal
Length
(in)
Bolt Tension in 1,000 lb
Percent
Tension
Lost
Average
Pull-in
(in)
Initial
Final
Lost
Bolts Ahead of Point of Frog
5-T
^-T
3-T
2-T
1-T
11
11
U
15
15
iW.O
a.o
39.8
A1.3
25.2
35.1
38.8
39.1
a.3
U.8
5.5
2.2
0.7
0.0
37
5
2
0
o.ou
0.001
0.001
O.OOA
0.001
Avg.
A0.5
35.9
A.6
11
O.OOi^
Bolts Behind Point of Frog
1-H
2-H
3-H
iV-H
5-H
6-H
7-H
8^
9-H
lO-K
11-H
12-H
13-H
15
18
18
18
la
18
18
18
18
9
9
Hi
12
a.8
A1.3
a.3
A2.0
^0.0
Ul,5
^0,6
AO,A
39.5
39.8
AO.O
U7.e
/.9.8
a.8
30.6
23.6
25.0
30.5
23.5
A0.6
29.1
30.0
3i!..0
21.3
31.6
38.1
0.0
10.7
17.7
17.0
9.5
18.0
0.0
11.3
9.5
5.8
18.7
16.0
11.7
0
26
^
2A
U3
0
28
2A
15
^7
3A
23
0.001
0.002
0.00/^
0.006
0.006
0.002
0.000
0.002
0.007
0.007
0.016
0.003
0.000
Avg.
a. 9
30.7
11.2
27
0.00^
Avg. All
A1.6
32.2
9,A
23
O.OOA
The bolts are numbered each way from the actual point of frog
which is located between bolt Nob, 1-T and 1-H. All bolts have
PRR Specification Spring Washers,
These results cover the period from May 3» 1950 to August 15,
1951 (1.28 years).
816
Track
TABI£ 2h , - SUMbARY CF THE SECOND CYCLE OF LOSS IN TENSION IN THE
1 3/8 IN DIA. BOLTS OF A NO. 15 - 25 FT - UO PS RAILBOUND MANGANESE
TURNOUT FPa; IN THU. WESTWARD MAIN AND CROSSOVER OF THE PENNSYLVANIA
RAILROAD AT WARSAW, INDIANA.
Bolt
No.
Nominal
Length
(in)
Bolt Tension in 1,000 lb
Percent
Tension
Lost
Average
Pull-in
(in)
Initial
Final
Lost
Bolts Ahead of Point of Frog
5-T
A-T
3-T
2-T
1-T
11
11
15
15
37.2
^0.8
AO./^
A0.3
38.6
30.2
27.3
38.8
34.9
30.0
7.0
13.5
1.6
5.4
8.6
19
33
4
13
22
0.001
0.003
0.002
0.002
0,002
Avg.
39.ii
32.2
7.2
18
0,002
Bolts Behind Point of Frog
1-H
2-H
3-H
A-H
5-H
6^
7-H
8-H
9-H
10-H
n-H
12-H
13-H
15
18
18
18
18
18
18
18
18
9
9
Hi
12
U.8
A1.2
39.9
41.8
39./v
39.1
41.1
39.3
38.7
40.4
41.2
40.9
41.5
35.1
23.2
23.3
25.0
26.2
21.2
31.8
26.2
18.3
28.9
27.4
29.1
34.2
6.7
18.0
16.6
16.8
13.2
17.9
9.3
13.1
20.4
11.5
13.8
11.8
7.3
16
U
42
40
33
46
23
33
53
28
33
29
18
0,000
0,001
0.002
0.005
0,001
0,004
0.002
0.001
0.002
0.007
0.004
0.006
0.006
Avg.
40.5
26.9
13.6
34
0.003
Avg. All
40.2
28.4
11.8
29
0.003
The bolts are nvunbered each way from the actual point of frog
which is located between bolt Nos. 1-T and 1-H. All bolts have
Frog and Crossing Hy-Crome Spring Washers,
These results cover the period from August 15» 1951 to August 14»
1952 (1.00 year ) .
Track
817
TABLE 25 . - SUMMARY OF THE THIRI) CYCLE OF LOSS IN TENSION IN THE
1 3/8 IN DIA. BOLTS CF A NO. 15 - 25 FT - LW PS RAILBOUND MANGANESE
TURNOUT FROG IN THE WESTWARD MAIN AND CROSSOVER OF THE PENNSYLVANIA
RAXLROAD AT WARSAW, INDIANA.
Bolt
No.
Nominal
Length
(In)
Bolt Tension in 1,000 lb
Percent
Tens ion
Lost
Average
Pull-in
(in)
Initial
Final
Lost
Bolts Ahead of Point of Frog
5-T
i^-T
3-T
2-T
1-T
11
11
15
15
15
38.0
39.6
U.7
iW.O
25.1
29.9
37.3
iW.l
37.9
12.9
12.6
2.3
1.6
2.1
34
30
6
4
5
0.000
0.002
0.001
0.001
0.003
Avg.
i^,U
3-^.1
6.3
16
0.001
Bolts Behind Point of Frog
1-H
2-H
3-H
A-H
5-H
6-H
7-H
8-H
9-H
10-H
11-fl
12-H
13-H
15
18
18
18
18
18
18
18
18
11
11
15
15
39.7
AO.O
38.A
a.3
39.^
38.6
39./.
39.3
38.6
38.2
A2.2
iW.O
39.9
36.5
31.9
25.6
22.4
23.0
2A.6
32.4
26.8
31.0
30.0
33.8
33.3
38.0
3.2
8.1
12.8
18.9
16.4
u.o
7.0
12.5
7.6
8.2
8.4
6.7
1.9
8
20
33
46
42
36
17
32
20
22
20
17
48
0.004
0.002
0.002
0.002
0.000
0.001
0.006
0.005
0.002
0.002
0.005
0.002
0.004
Avg.
39.6
29.9
9.7
24
0.003
Avg. All
39.8
31.1
8.7
22
0.002
The bolts are numbered each way from the actual point of frog
which is located between bolt Nos. 1-T and 1-H. All bolts have
the Frog and Crossing Hy-Crome Spring Washers.
These results cover the period frcan August 14, 1952 to July 7,
1953 (0,90 year ) .
818
Track
TABLE 2P. LOCKNUT TEST IN 1 3/8 IN MAIN BOLTS OF 131-LB HEAT
TREATED BOLTED RAIL CROSSING BETWEEN THE WESTBOUND MAIN
OF THE PRR AND THE NYC BRANCH TRACK AT WARSAW, IND.
(Values of Maximum Frlctional Torque are
shown
m ft. -lb.)
ASA Heavy
ASA Reg.
ASA Reg.
Square
Hex.
Square
Elastic
Security
M. F.
Stop Nuts
Nuts
Unitary
Bolt
N.W.
N, E.
No. 3 Nuts
Position
Corner
Corner
S.W. Corner
Date
5/50
8/52
5/50
8/52
5/50
8/52
Col. -
(1)
(2)
(1)
(2)
(1)
(2)
Remarks
1-W
(a)
—
135
15
90
(e)
2-W
135
20
(300)
25
(300)
(e)
3-W
105
30
—
--
(c)
(e)
1-N
(b)
--
*120
20
205
25
2-N
120
10
*75
30
120
5
Averages
3-N
105
0
*75
(180)
180
5
exclude
1-E
165
(e)
90
45
195
0
values shown in
2-E
165
5
195
(d)
(315)
(d)
parentheses
3-E
135
0
135
(d)
(315)
(d)
1-S
90
5
*(330)
0
240
0
2-S
95
15
*105
(e)
180
0
3-S
120
15
40
(e)
210
25
Avg.
124
11
108
27
178
9
(A)
90
135
265
One nut of each type
Col. (1). Frictional torque in ft. -lb. for first application of new nuts
(except for the SH Security Nuts).
Col. (2), Frictional torque in ft. -lb. for reapplication of the same nuts,
after cleaning and oiling the bolt threads.
(a) Omitted because of damaged threads at end of bolt which prevented
application of Elastic Stop nuts without stripping them, (b) Omitted
account of torque wrench fouled by another bolt, (c) Omitted account of
first thread was battered which caused friction torque to exceed the R75
ft-lb capacity of the torque wrench, (d) Omitted account of bolt and nut
had been damaged, (e) Bolt and nut replaced by maintenance forces.
* Second-hand nuts.
Values shown in parentheses are omitted from averages as these
high values were caused by damaged threads at the end of the bolts. The
locknuts were applied to the bolts May 1, 1950, without oiling the threads.
The crossing was installed new in 1947. All locknuts were new, except
six Security Nuts had been in service 11 mo. in the eastward crossing.
(A) Frictional torque values obtained for first application of new locknul
on new bolt in laboratory, without lubrication.
Track 819
Part 2
Specifications and Revisions Suggested for Later Consideration
As Recommended Practice and Publication in the Manual
(Portfolio of Trackwork Plans)
The following recommendations are based upon the results of the S-year investigation
as discussed in Part 1 of this report.
I. Delete Art. IS, Spring Washers, as now published in the Portfolio of Trackwork
Plans, Appendix A-S2, page 8, reading as follows:
Article 15, Spring Washers
1501. Material Covered
Helical spring washers for use in special trackwork.
1502. Manufacture
Spring washers for all bolts %-in diameter and over, shall be in accordance with the
current AREA Specifications for Spring Washers.
II. The following revisions and additions are suggested in lieu of the foregoing
Art. IS.
Article 15, Spring Washers
1501. Material Covered
Spring washers for use in special trackwork.
1502. Manufacture
Spring washers for all bolts of •}4 in to 1^ in diameter, incl., shall be in accordance
with the current AREA Specifications for Spring Washers, (Manual, Part 2, Chapter 4),
except that for the 1%-in and 1^-in sizes the following revisions and additions to the
specifications shall govern:
Method of Testing for Reactive Load
The reactive pressure tests of the specimens shall be conducted in a com-
pression machine of approved design, equipped with a deflection gage graduated
in 0.001 in and located so that readings are taken from approximately the center
of the platens. Each specimen washer shall be placed in the testing machine
between two steel plates not less than 3^ in thick, having smoothly ground or
machined surfaces and a Brinell hardness of not to exceed ISO. Place assembly
between the platens of the machine, apply one load of 40,000 lb and record the
gage reading for that position of the platens. Increase the test load to 60,000 lb.
Release the platens until the distance between them is 0.030 in greater than the
gage reading taken at the 40,000 lb load. The minimum reactive load remaining
at the above release shall be 10,000 lb.
Ductility Test
This test shall be conducted in accordance with Art. 4, Par. (a) of the current
specifications, except double-coil washers shall first be cut off to form a single-coil
washer.
820 Track
Proportion of Tests
Art. S of the current specifications shall govern, except that 3 specimens will
be tested for each lot of 1000 or more of finished spring washers.
Acknowledgement
This investigation was conducted under the general direction of G. M. Magee, direc-
tor of engineering research, Engineering Division, AAR. H. E. Durham, research engineer
track, AAR, was in direct charge of the assignment and was assisted by A. D. Van Sant,
assistant research engineer track, and other staff members.
The success of these tests depended greatly upon the cooperation and assistance
rendered by the Pennsylvania Railroad and the Indiana Harbor Belt Railroad, as well
as the participating manufacturers. The Association and the committee take pleasure in
extending their deep appreciation to these two railroads and the following manufacturers:
Eaton Manufacturing Co., Reliance Division; Hubbard & Company; American Brake
Shoe Company, Ramapo Ajax Division; National Lock Washer Company; Erico Prod-
ucts, Inc., the locknut companies, and others.
Report on Assignment 4
Prevention of Damage Resulting from Brine Drippings
on Track and Structures
Collaborating with Committee 15, and Mechanical Division, AAR
W. E. Cornell (chairman, subcommittee), L. L. Adams, H. S. Ashley, T. H. Beebe, Blair
Blowers, J. C. Brennan, H. F. Busch, F. W. Creedle, D. C. Hastings, C. C. Herrick,
E. R. Murphy, J. S. Parsons, S. H. Poore.
This is a progress report, submitted as information.
Laboratory work in connection with the study of inhibition of corrosion due to
brine drippings was continued during the past year at the AAR Research Center, under the
general direction of G. M. Magee, director of engineering research, Engineering Division,
and under the immediate supervision of S. K. Coburn, chemical engineer. Engineering Divi-
sion. Earlier work, described previously (see Proceedings, Vol. 55, 1954, page 1084), indi-
cated the satisfactory development of means for the precleaning of test specimens, their
exposure to an atmosphere of exaggerated corrosive conditions for 30 days, and the clean-
ing and evaluation of the corroded specimen. Of primary importance was the necessity for
determining whether the accelerated corrosion of metal coupons would lead to valid con-
clusions after 30 days' exposure. In addition it was necessary that the corrosion produced
in the laboratory specimens be similar to that found in corroded rail.
To learn whether 30 days' exposure was sufficient, medium carbon-steel coupons
were carried through the corrosion cycle for 30, 60 and 90 days, respectively. The coupons
were divided into groups of four and immersed in five percent brine solution and five
percent brine solution containing an inhibitor. One of the inhibitors, identified as the
standard inhibitor, is an efficient though toxic material. Weight loss data show that, in
the system presently used, corrosion continues unabated for 90 days, while accelerating
in rate in some instances during the last 30 days. The data are summarized and shown
graphically in Fig. 1.
It is interesting to note the relatively constant rate of corrosion of coupons immersed
in brine containing the standard inhibitor and the sodium polyphos-calcium chloride
Track
821
juaojad-sXDQ 06 J9IP uoisojjoq ui uouonpay aAi|D9ij3
cr
o
Q
O
o
o
UJ
c
o
Q.
O
O
(f)
o
Q
o
O
4U90J9c|
sso"i mBieM
822
Track
Fig. 2 — Specimens exposed to inhibited and uninhibited 5 percent
brine solutions for 90 days.
Fig. 3 — Specimens after removal of rust following exposure
in uninhibited brine solution for 90 days.
Track
823
Standard Inhibitor
Sodiurrs Polyphos
Calcium Chloride
Fig. 4 — Inhibited specimens after removal
of rust following corrosion cycle.
Disodi-
phate
Standard Inhibitor
Fig. 5 — Example of poorly inhibited
specimen.
inhibitor. This action is in contrast to the sharp acceleration of the corrosion rate for an
uninhibited brine solution and a relatively inefficient inhibitor (disodium phosphate). An
examination of Fig. 2 indicates the degree of corrosion resulting from the presence and
absence of an inhibitor. Note particularly the large bulky projections of rust called
tubercles. These same areas in picked specimens are the site of the deepest pits and the
maximum corrosion.
The question of whether the type of corrosion produced is similar to that found in
track is answered by examining the coupons pictured in Figs. 3, 4 and 5. Observe the deep
824 Track
pits and the evidence of perforation in Fig. 3, both of which are characteristic of brine
corrosion. This phenomenon is in contrast to the corrosion evidenced by coupons immersed
in inhibited brine solutions, illustrated in Fig. 4. Note the absence of large deep pits.
The presence of an inhibitor tends to make the brine corrosion more general and less
intense. In Fig. S there is shown the behavior of an ineffective inhibitor. The pitting
action approaches that of uninhibited brine. The results of these continuing studies help
to define the optimum time interval necessary to conduct a reliable inhibitor evaluation
test. Additional inhibitors are being investigated in this manner.
Along with our laboratory investigation we have been able to follow closely the
work being done by the Canadian National Railway. They have been using the sodium
polyphos-calcium chloride combination for approximately one year. As a result of single
ownership and operation, they are in a unique position to control the addition and pro-
vide a service check on the effectiveness of the inhibitor. The information they derive
will prove useful in the interpretation of our laboratory results, since we do not have a
similarly controlled operation in the United States.
Report on Assignment 5
Design of Tie Plates
Collaborating with Committees 3 and 4
M. D. Carothers (chairman, subcommittee), L. L. Adams, W. G. Arn, E. W. Caruthers,
W. E. Cornell, Blair Blowers, C. A. Colpitts, F. W. Creedle, J. W. Fulmer, A. E.
Haywood, J. P. Hiltz, J. W. Hopkins, C. N. King, J. A. Reed, R. D. Simpson,
R. C. Slocomb, R. H. Timmins, M. J. Zeeman.
This report, submitted as information, gives the results of the service tests being
conducted with the original seven, and two additional, designs of tie plates in track with
112-lb rail on the Illinois Central Railroad.
TESTS ON THE ILLINOIS CENTRAL RAILROAD
Introduction
These service test installations are located in the southward main of the IC near
Curve and Henning, Tenn., and were last reported in the Proceedings, Vol. 54, 1953,
page 1037. Seven designs of tie plates for a rail base width of 5>2 in were placed on new
creosoted oak and pine ties in 28 panels of track, October 1944, and were equally divided
between tangent track and a 4-deg curve. The curve is maintained with approximately 4
in elevation and carries some freight trains which operate well below the balanced speed
of the curve. On the tangent test sections near Henning, all classes of trains operate
near their maximum authorized speeds. Passenger trains are hauled by diesel power, and
freight trains are hauled by steam power of the 2-8-4 and 2-8-2 types.
In January 1947, 3% track panels of 12-in tie plates, with ^-in eccentricity, were
placed on new creosoted oak ties in both rails of the test curve. When it was necessary
to re-adze the pine ties under the inner rail of the 4-deg curve, July 1950, the 7 original
tie plate designs were replaced with iS-in tie plates (1% in eccentricity). These supple-
mental tests were for the purpose of studying 2 special designs of tie plates to determine
their capacity for equalizing tie abrasion at the plate ends and thus reducing gage widening
attributed to the outward canting of the rails. Unfortunately, because of the deterioration
Track 825
of the pine ties under the inner rail by 1050, the full benefit expected from the IS-in tie
plates was not realized.
This year the IC decided to relay both rails of the 4-deg curve with used full head
112-lb rail. The pine ties on the curve had deteriorated to such an extent that it was
decided to discontinue those 7 test panels so the IC could replace them with hardwood
ties and restore the track to a normal maintenance condition. Softwood ties are not gen-
erally used by the IC on curves as sharp as 4 deg, but they very kindly permitted the
installation to secure accelerated tie abrasion. The test measurements were taken on the
curve in April 1954, after the test track had carried 176 million gross tons of traffic, and
on the tangent test, June 1954, after 178 million gross tons.
Tie Plate Penetration
A summary of the tie abrasion measurements for all tie plate designs, except the
12-in length, is given in Table 1. The data for the test curve cover a period of 914 years,
except for the l5-in tie plates. During the last service period there was no acceleration
of the rate of wear of the hardwood ties under either rail of the curve. Tie abrasion
accelerated appreciably in the outer rail of the softwood ties and moderately in the
remaining tangent test panels, all having softwood ties.
The 13-in tie plate has continued to show more reduction in plate cutting compared
with the five 11-in designs (^ in eccentricity) than would be expected from the inverse
ratio of the plate lengths. For the average of both rails in the oak sections and the outer
rail with pine ties, the longer plate reduced the plate cutting 21 percent, compared with
the computed value of IS percent. Using the average for the same 11-in plates, the plate
cutting on the oak ties in the curve was 3 percent greater under the inner rail than the
outer one. This figure appears to be too small, and probably has been distorted by moving
the plates in the outer rail for re-gaging without re-idzing sufficiently to provide good
seating of the plates. On the outer rail the 11-in plates abraded the pine ties 40 percent
more than on the hardwood ties. This percentage in the last report was only 24, which
indicates an acceleration of the deterioration of the softwood ties under the plates of the
outer rail. Plate cutting for the 11-in plates in the outer rail of the curve with pine ties
was 17 percent greater than the average of the softwood ties in tangent track. This small
difference can be partially explained by the fact that there was a larger percentage of the
pine ties in tangent that were failing by crushing under the plates. The 8^-in by 11-in
3170 plate, with % in eccentricity, showed some benefit in equalizing the cutting at the
plate ends in the outer rail on the softwood ties. The abrasion by this plate in tangent
track was lower than for the other 11-in plates. Some of this advantage was probably
due to the fact that the pine ties in that section were in better condition and had less
crushing under the plates than in the other tangent test sections.
The centroid of the tie plate pressure, as computed from the tie abrasion measure-
ments for the 5 panels of 11-in plates with ^, in eccentricity, was as follows: Outer rail
for both oak and pine ties, O.S in; inner rail for oak ties only, 1.24 in. These values,
all being computed from the center line of the rail base toward the field side of the rail,
compare with 0.5 in and 1.4 in, as determined from the measurements made with the
dynamometer tie plates in 1946. Because the center of pressure has moved further out
for the outer rail, it is possible that more traffic in recent years has traversed the curve
above the balanced speed of 39 mph.
Because of the increasing number of tangent pine ties becoming crushed in the tie
plate area, that portion of the test may be discontinued in a year or two. Some of the
crushed ties have been omitted from the tie abrasion measurements in recent years in
826
Track
TABLE 1. SERVICE TEST OF MECHANICAL WEAR OF TIES WITH EIGHT DESIGNS OF
TIE PLATES FOR 112-RE RAIL IN THE SOUTHBOUND MAIN OF THE ILLINOIS
CENTRAL SYSTEM NEAR CURVE AND HENNING, TENN.
Tie
Plate
Design
No.
Tie Plate
Dimensions
in
Rail
Seat
Tie Plate Penetration in 0. 001 in
Inner or West Rail
Outer or East Rail
Average
Both Rails
Field
End
Gage
End
Avg.
Gage
End
Field
End
Avg.
4° Curve - Creo. Oak Ties
Oct. 1944 to >^ril 1954 - 176 million gross tons
419
419-Z
419-Y
419-X
366
400
3170
7 3/4 X 13 X 27/32
7 3/4 X 11 X 27/32
7 3/4 X 11 X 11/16
7 3/4 X 11 X 9/16
8 X 11 X 23/32
7 3/4 X llx 23/32
8 1/2 X 11 X 3/4
Flat
Flat
Flat
Flat
Beveled
Rolled Circular
Pressed Circular
395
522
607
603
584
549
509
206
245
217
252
183
139
241
300
384
412
428
383
344
375
241
278
275
349
230
290
216
374
465
526
526
437
397
478
308
372
400
437
334
344
347
304
378
406
432
358
344
361
4° Curve - Creo. Pine Ties
Oct. 1944 to April 1954 - 176 million gross tons
419
419-Z
419-Y
419-X
368
400
3170
7 3/4 X 13 X 27/32
7 3/4 X llx 27/32
7 3/4 X 11 X 11/16
7 3/4 X llx 9/16
8 X 11 X 23/32
7 3/4 X 11 X 23/32
8 1/2 X 11 X 3/4
Flat
Flat
Flat
Flat
Beveled
Rolled Circular
Pressed Circular
See data
for
15" plates
below
337
425
450
496
318
402
481
495
676
657
607
597
626
474
416
550
554
552
458
514
478
Tangent - Creo. Pine Ties
Oct. 1944 to June 1954 - 178 million gross tons
419-Y
419-X
366
400
3170
7 3/4 X 11 X 11/16
7 3/4 X 11 X 9/16
8 X 11 X 23/32
7 3/4 X llx 23/32
8 1/2 x 11 X 3/4
Flat
Flat
Beveled
Rolled Circular
Pressed Circular
356
407
374
330
276
582
574
611
492
468
469
490
492
411
372
460
508
517
527
426
341
352
366
387
256
401
430
442
457
341
435
460
467
434
357
Inner Rail of 4° Curve- Creo. Pine Ties
June 1952 to April 1954 - 32 million gross tons
8 X 15 Tie plates, 1 l/4-tn Eccentricity, Flat Rail
Seat
Sec.
No.
Description of
Hold-Down Fastenings
Field
End
Gage
End
Avg. (
jage
End
Field
End
Avg.
15-1
15-2
15-3
3 Cut Line Spikes & 2 Racor Studs
3 Cut Line Spikes & 2 Lock Spikes
3 Cut Line Spikes & 2 Cut Anchor Spikes
142
125
159
54
55
88
1
98
90
123
1
See data
for Creo. pi
ties above
ne
All tie plates have flat bottom and 3/8-in eccentricity except pattern No. 3170 which has pressed cir«ular
bottom and l/2-in eccentricity, and the 15-in plates have 1 l/4-in eccentricity.
order to endeavor to keep equal service conditions in the five test panels. It is proposed
to continue the remaining test panels on the curve until it is necessary to re-adze and
set up the inner rail on the oak ties. The curve now has 132 RE rail laid on the adjoining
tangents and is scheduled for relay as soon as the AAR-IC tests are discontinued. Nothing
would be gained by further delaying the improvement program of the IC after the ties
are readzed, other than determining the effects of corrosion and fatigue on the tie plates.
Track 827
This information can be developed from the tie plate design service tests on the Southern
Railway System near Chattanooga, Tenn.
Data for the l5-in tie plates with 1% in eccentricity are given at the bottom of
Table 1. The results cover only the last service period as the previous period was used
for seating of the tie plates. Because of the soft tie condition under the plates, the special
hold-down fastenings were not as effective in reducing plate cutting as had been deter-
mined from other tests which were made with new ties. The soft timber also detracted
from the effectiveness in equalizing the tie abrasion at the ends of the tie plates. The
ratio of the field to gage depth of plate cutting ranged from 1.81 to 2.63, averaging 2.24.
This compares with an expected ratio of 1.13, which was computed from the dimensions
of the plate and the average position of the tie plate centroid, as determined with the
dynamometer tie plates in 1046. The ratio of 2.24 was an improvement over 3.72 for the
13-in plates for the test period ended in 1950 on the inner rail of the pine ties. The
results of the test with the iS-in tie plates have been distorted by crushing of the soft
ties and should not be used for judging the merits of the tie plate design or the special
hold-down fastenings. It is proposed to install the IS-in plates on new ties at another
location.
Tie Plate Bending
When the test plates were removed from the outer rail of the pine ties in June 1954,
one of the 419-X plates was found to be bent upward 0.06 in as measured at the field
end of the plate from a straight edge resting on the longitudinal center line of the plate.
Four of the same pattern of tie plates were found bent when removed from the inner
rail of the curve in 1950. The 419-X plate is % in thinner than the plate shown in
AREA Plan 4. The tie plate bending measurements taken in 1954 on the other plates
did not indicate any had become permanently bent. So far, the results from these tests
indicate that the thickness of ih in at the outer shoulder of the 11 -in plate shown in
Plan 4 is not more than justified for a service life of 20 years, with normal corrosion.
Gage of Track
A record of the track gage of the 4-deg curve from 1950, after regaging and relay-
ing the inner rail, to April 1954, before relaying both rails, is shown in Fig. 1. Since
regaging the curve in 1950, the average gage widening of the 7 test panels was the same
for the oak and pine ties. The 15 -in tie plates, particularly in the panels with 11 -in tie
plates on pine ties in the outer rail, were benficial in keeping the gage from widening
more than in the corresponding panels with oak ties. However, all of the pine ties had at
least 4 spikes per plate, while in the oak tie sections, four panels had only 3 cut spikes
per plate. Fig. 2 includes the record of the track gage for the 5 panels remaining in the
test on tangent track. The gage irregularity has increased moderately in some panels and
reduced slightly in others. In all test panels on tangent, the plate cutting is greater at the
gage end of the plates. This should cause tightening of the gage of track, but apparently
the outward movement of the plates on the ties has offset that tendency, except for
parts of panels 5 and 7.
Tests of 12-In Tie Plates with 7/s In Eccentricity
These plates were obtained by shearing 1 in off the 13-in 419 plates at the gage end.
Because the compromise eccentricity of the tie plate loads for the 4-deg curve was found
to be about 1 in (as determined from tests made with the dynamometer tie plates), the
12 -in plates were placed in both rails on new creosoted oak ties to determine if this
arrangement would be effective in reducing gage widening caused by unequal plate cutting.
828
Track
Ponels divide ol jomls m outer rail. 2R.3R, or 4R indicate the number of line spikes per tie plate, 2A tfie numDer of onchor
spikes per lie plate (I) Ttie fourth line spike was driven September I, 1948 • Roil wos reloid, all pine ties mechomcolly odzed,
and 15-in plates with l-l/4-in. eccentricity were installed July 25, 1950. Reqoged August 1951
Fig. I Goge, curvature and elevation of each panel of lest track on the 4-deg curve. Mile L-l>i?i, I C R R
From May 1947, when the initial penetration readings were taken, to April 1954, the test
curve carried 123 million gross tons of traffic. The total plate cutting in inches is as
follows:
Inner Rail
Outer Rail
Avg.
Both Rails
Field End
Gage End
Avg.
Gage End
Field End
Avg.
0.290
0.104
0.197
0.225
0.253
0.239
0.218
The average of 0.218 in for both rails compares fairly well with the value of 0.230 in
for the 13-in plates on oak ties after 143 million gross tons of traffic. The tie abrasion
of the outer rail was almost equalized. The eccentricity of the tie plate was not sufficient
to equalize the cutting on the inner rail. However, the actual ratio of depth of cutting,
field end to gage end, was 2.79 for the inner rail, compared with the expected value of
1.7. It is possible that the tie plates may not have assumed a normal seating when the
Track
829
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initial readings were taken. During the last service period the rate of plate cutting of the
12 -in plates increased moderately with respect to the traffic tonnage.
Fig. 3 is included to give information on the gage widening in 3]^ track panels
of the 12-in plates and adjoining panels not in this test. The widest gage in panel 11
may have been influenced by the sharp curvature prevailing in that panel since regaging.
This portion of the curve was also relaid on both sides in June 1954.
Analysis of Gage Widening as to Causes
It will be of interest to investigate the causes of gage widening in the 14 original test
panels of the 4-deg curve for the 9>^-year test period. The total gage widening for this
period will be subdivided as to (1) unequal plate cutting, (2) wear on the outer rail,
and (3) the remainder, or that portion which is attributed to horizontal movement of tie
plates on the ties. Table 2 gives a summary of the gage widening for the 13-in tie plates
and the S-panels of U-in plates having ^ in eccentricity. For both lengths of tie plates,
the total gage widening was about 0.3 in greater on the pine ties. Most of this occurred
prior to installation of the IS -in plates. It will be observed for both kinds of ties, the
excess gage widening of the 11 -in plates over that of the 13-in plates was in the gage
widening attributed to unequal plate cutting, which resulted in both rails canting out-
ward. For each kind of tie, the gage widening attributed to plate movement was about
the same for the 11 -in and 13-in plates. These values were higher in magnitude for the
softwood ties. For each length of plate, percentages for each category are shown in the
table. Gage widening from unequal plate cutting ranged from 20 to 34 percent, and plate
movement ranged from 35 to 48 percent. The combined gage widening resulting from the
two last mentioned causes varied from 61 to 76 percent, or about % of the total gage
widening. It has been found from other tests that special hold-down fastenings reduced
plate cutting about 50 percent, as well as one-half of the gage widening caused by unequal
plate cutting. Also, some types of hold-down fastenings should eliminate 80 percent of
the plate movement. On this basis, effective anchor spikes should reduce the gage widening
approximately SO percent, including rail wear, or about 70 percent excluding rail wear.
The corresponding values for the total service period of the 12-in plates with % in
eccentricity are as follows: Total gage widening 0.58 in, including 0.12 in for unequal
plate cutting, 0.28 in for rail wear, and 0.18 in for plate movement on the oak ties. The
respective percentages are 100, 21, 48 and 31. The 12-in plates carried a total of 123
million gross tons of traffic, compared with the corresponding value of 176 million for
the other test panels on the curve. As to gage widening resulting from unequal plate
cutting, the 12-in plates, percentagewise, were about equal to the 13-in plates on the
oak ties. The shorter plate with a larger eccentricity has performed almost as well as the
longer plate with a smaller eccentricity, but the former should have equalized the plate
cutting better, particularly for the inner rail.
Report on the Examination of a Creosoted
Pine Tie Removed from the 4-deg Test Curve
In June 1954, when the creosoted pine ties in the 4-deg curve were replaced with
hardwood ties, one of the softwood ties was selected at random for making a laboratory
examination of its condition. A 2-ft length for each tie plate area was furnished to the
research laboratory of the Timber Engineering Company for an analysis. The specimen
tie had been in service from October 1944 to June 1954. During the entire test period
the outer rail had one of the 11-in 419-X tie plates. The same design of tie plate was
used on the inner rail until July 1950, at which time the 11-in plate was replaced with
Track
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Track
TABLE 2. ANALYSIS OF THE CAUSES FOR GAGE WIDENING ON THE 4" CURVE.
ILLINOIS CENTRAL RR, CURVE, TENN.
(Test Period: October 1944 to April 1954)
No. of
Panels
and Length
of Plates
Test
Periods
Total
Gage
Widening
Unequal
Plate Cutting
Rail Wear
at Gage
Level
Horizontal
Plate
Movement
Low Rl.
High Rl.
Total
in.
in.
in.
in.
in.
in.
Creosoted Oak Ties
One panel
of 13-in
tie plates
Total
Oct. -1944
May-1950
May-1950
April-1954
1944-1954
(Percent)
0.53
0.27
0.03
0.07
0.03
0.03
0.06
0. 10
0. 19
0.12
0.26
0.05
0.80
(100)
0. 10
0.06
0. 16
(20)
0.31
(39)
0.3J
(41)
Five panels
of 11-in
tie plates
Total
Oct. -1944
May-1950
May-1950
April-1954
1944-1954
(Percent)
0.58
0.40
0.10
0.12
0.04
0.07
0. 14
0. 19
0. 19
0.12
0.25
O.Oi;
0.98
(100)
0.22
0.11
0.33
(34)
0.31
(31)
0.34
(35)
Creosoted Pine Ties
One panel
of 13-in
tie plates
Total
Oct. -1944
May-1950
May-1950
April-1954
1944-1954
(Percent)
0.76
0.37
0.17
*0.07
0.03
0.01
0.20
0.08
0. 19
0.12
0.37
0. 17
1.13
(100)
0.24
0.04
0.26
(25)
0.31
(27)
0.54
Five panels
of 11-in
tie plates
Total
Oct. -1944
May-1950
May-1950
April-1954
1944-1954
(Percent)
0.87
0.41
0.28
*0.07
0.03
0.03
0.31
0. 10
0. 19
0. 12
0.37
0. 19
1.28
(100)
0.35
0.06
0.41
(32)
0.31
(24)
0.56
(44)
*15-in tie plates with 1 1/4 in eccentricity were installed in the low rail only, July 1950.
All other tie plates included in this analysis have 3/8 in eccentricity. The curve was not
provided with rail and flange lubrication.
an 8-in by 15 -in tie plate having an eccentricity of 1J4 i") after the ties had been
mechanically adzed on the low side. The tie specimen was adzed about 1 in deep.
The following report is a condensation from the information furnished by T. G. Gill,
Senior Technologist, TECO.
The underplate areas of the tie were in such poor condition that it was not possible
to cut microtome sections for a microscopic examination. The examination was, therefore,
made with a lOx lens. The depth of plate cutting was 0.34 in and 0.27 in for the field
Track 833
and gage ends of the 15-in plate, respectively. Corresponding depths for the 11-in plate
on the outer rail were 0.85 in and 0.56 in, respectively.
The inner rail underplate area had severe ring separations (shakes) resulting from
failure of the weaker springwood rings and causing the summerwood rings to shell off.
There was one ring separation 54 i" wide that extended for one-half the depth of tie and
was packed with dirt and sand. Due to shakes and splits, the tie was not acting as a unit
under the plate. At the center of the tie plate area the wood was crushed to a depth
of one inch. Because of the ring separations, the top of the tie had become 1-in wider
than the bottom, or 9% in vs 8J4 in wide (Fig. 4). In the areas of greatest damage,
the springwood (the early growth of the annual ring containing thin walled cells) was
practically pulverized. Fig. 4 also shows a view of the 2-ft tie specimen and 4 sections
throughout the plate area. The tie had been adzed about 1 in deep under the low rail
in 1950, and had been damaged so severely that full benefit of the special IS-in tie plate
was not obtained.
The outer rail underplate area (Fig. 5) had only ii in crushing due to ring separa-
tion near the center. This end of the tie had not been mechanically re-adzed. This area
had deformations similar to the inner rail area, but the rings had not become separated
to the same extent. The wood was acting as a unit under the outer rail tie plate. Two
of the cross sectional views in Fig. 5 show the extent of crushing.
The tie was cut from second growth southern pine and had a small heart as indicated
in Figs. 4 and 5. Many of this kind of tie have a tendency to develop ring separations.
The ring separations reduce the strength of the wood.
An examination of the underplate areas was made for decay. The creosote had pene-
trated to approximately 5 growth rings from the center and no decay was detected in the
specimens.
Because of the weakened condition of the ties in the inner rail plate area, the iS-in
plates did not reduce the plate cutting or canting outward of the inner rail as much as
was expected. It is contemplated to re-install the IS-in plates at another location, using
new ties.
Summary
The 13 -in tie plates on the curve have been effective in reducing tie abrasion below
that of the 11-in plates. The amount of plate cutting of the six 11-in designs has not
been significantly influenced by the several design features, except that the 3170 plate,
with approximately 10 percent more area than the 7^-in by 11-in plates, had less
abrasion on the softwood ties in tangent track. This can be partially attributed to the
ties being in better condition. The % in eccentricity plates on the test curve have shown
only moderate benefits for reducing gage widening. The 1^-in eccentricity tie plates
were beneficial in holding the gage on the softwood ties, but fell below expectations because
of the damage to the ties prior to their installation. Only a few of the 419-X tie plates
were found to be permanently bent. However, it cannot be said that the present standard
AREA 11-in plates are too thick.
A study of the causes of gage widening on the test curve, exclusive of rail wear,
indicated that the major influence was the horizontal tie plate movement on the ties,
regardless of the size of the plate. Special hold-down fastenings to replace the common
cut spikes have shown a marked superiority for holding gage in other tests conducted
by the AAR.
This test has shown the inadequacy of the 11-in plates for use on softwood ties in the
test curve. In both rails of the curve, the softwood ties in the underplate area were over-
834
Track
I'u; fsv.m Creosotcd Pise TU-
S-cfraa at Field En<i «i Tk- PLn«?
Section at Gagf Ead 'f De Ptaii^
D<- 'V, .' lit _ -"U. ! pM.ilK-- 1..
Csjatei- of Tte Plat<- Aj---
Coaaiiion of tte laai.-r Rail Tis Pl«s Area of a Creosote;! Pioe Tic in t?^« 4-deg Cuyve
Track
835
Section at Field End of Tic Plate
the Outer Rail Tic Plate Area o{ a CreoBotea Pine rie in the 4-<teg Curve
836 Track
stressed and the wood was failing because of ring separation and some splitting. Several
of the pine ties in tangent track are failing by crushing under the tie plates. All of the
remaining ties have 11 -in tie plates, and it appears that their expectancy will not exceed
an average of IS years. This is an entirely too short tic life, and it can be concluded
that the 11 -in tie plates are too small for economical use on pine ties in tangent track
for the service conditions that prevailed.
Final conclusions should be deferred until the test is completed. However, the results
so far have indicated that there is no cause for changing the design of the 11 -in and 13 -in
AREA tie plates, Plans 4 and 7.
Acknowledgement
The Association is indebted to the Illinois Central for the fine cooperation and
assistance rendered in conducting the service tests.
Report on Assignment 6
Hold-Down Fastenings for Tie Plates, Including Pads
Under Plates; Their Effect on Tie Wear
Collaborating with Committee 3
Blair Blowers (chairman, subcommittee), L. L. Adams, H. S. Ashley, F. J. Bishop, M. C.
Bitner, J. C. Brennan. T. F. Burris, M. D. Carothers, W. E. Cornell, H. B. Christian-
son, C. A. Colpitts, E. D. Cowlin, P. H. Croft, H. F. Fifield, R. G. Garland, V. C.
Hanna, J. P. Hiltz, J. W. Hopkins, A. F. Huber, T. R. Klingel, M. P. Oviatt, J. M.
Rankin, J. A. Reed, M. K. Ruppert, T. R. Snodgrass, R. E. Tew, Troy West,
M. J. Zeeman.
This report, offered as information, covers the service test installations of hold-down
fastenings, tie pads, etc., on the Louisville & Nashville Railroad.
SERVICE TESTS ON THE LOUISVILLE & NASHVILLE RAILROAD
Introduction
The principal purpose of this investigation is to develop information for determining
the effectiveness and economy of several types of hold-down fastenings, tie pads, etc.,
for increasing the service life of ties by minimizing plate cutting and reducing the fre-
quency of re-gaging and re-adzing curves. These service tests were begun in 1947* in the
northward main of the L&N near London and East Bernstadt, Ky. Last year's report was
published in the Proceedings, Vol. 55, 1954, pages 721-749. The major portion of the
test sections was installed in August 1947, with subsequent additions or changes made
generally each year. Figs. 1 and 2 give the location of the test sections and Tables 1 and 2
include a description of the sections.
There were no additions or changes made to the test installations in 1954. Next year,
it is anticipated that possibly two makes of tie pads will be added to the test installations.
A general inspection of the installations was made in May 1954, and the tie pads
were inspected by removal, July 21, 1954. This report will include the more important
results of the visual inspections. Tie abrasion measurements and a discussion of the pads
were published last year.
(Text continued on page 841)
* See Proceedings, Vol. 50, 1949, pp. 595-623, for description of the original test sections.
Track
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Track
131 lb RE Roil laid in 1944, 4-Hole Joint Bars
Fig. 2.- Plon ot Test Track
TABLE 2. DhSCRIPTICU OF TiiST SECTIONS SHOliM IK FIG, 2.
Sec-
tion
No.
No. of
Creo.
Oak Ties
Date
Built
Number and Type ot Hold.*ovm Fastenings per Tie Plate and Tie Fad
AREA Flat Bottom 14-in- Tie Plates, 131-lb. RE Rail
37
38
39
39
Ifi
a
41
w.
fc2
Ii3
46
47
48
48
22
22
48
23
12
12
48
47
24
25
48
7-50
6-52
7-50
11-51
7-50
7-50
7-51
7-50
7-50
7-50
U-51
n-51
6-52
2 Mch of cut apikes for line and anchors
Achuff sisal fiber pads, uncoated (Original pads placed 7-5C,third set installed 6-52)
Johna-Minville rubber-vegetable and asbestos fiber pade, uncoated (North Zi ties)
Johns-Manvllle rubber-ctmp. pads with coatint; on the bottcir. side, replacing original
J.M. pads placed 7-50
Taylor Fibre Co'e. rubber-vulcanized fiber lajninated pads
Fabco pads, uncoated (North 23 ties)
Fabco pads with an oxidized asphalt coating compound on the bottcci side, (These pads
replaced pads placed in 7-50 with Baker's K-2 cement on the bottom side,)
Fabco pads coated on both sides with Baker's S-72 cement (South 12 ties)
Dunne Rubber Co's. molded rubber pad, 1/8 1" thick, uncoated
2 each of cut spikes for line and Racor Studs for anchors
Racor rubber-fiber pad, uncoated
Racor rubber-fiber pad with asphaltlc coating on both sides
Burkart fiber pads, coated on botton side
427
Total
Notasi All pad sections have 2 each of cut line and anchor spikes. All sections, except Noa. 46 and 47, were
Installed with new AREA Plan 12 tie plates. Seotipns 46 and 47 have SH 14-ln AREA "Plan 6B tie plates.
Plan 6B was withdrawn from the Hanu&l iji 1948,
Each test section has an oval tag on the north tie showing the section number, and every tenth tie fran
the north has a smaller tag showing the tie number.
Track 841
Anchor Spikes Retightened
After completion of the detailed inspection in May 1954, a moderate amount of
retightening of the special anchor spikes was performed. Each year, in addition to per-
forming some spot maintenance in some sections, a few of the other sections are given
their first out-of-face retightening, as needed. The work done in May 1954 has been
summarized in Table 3. It will be of interest to read the footnotes of this table. In con-
nection with some spot maintenance in section 11 with the Dowel studs, some of the
studs were twisted off in trying to remove them for replacing the double-coil helical
washers that were either missing or had broken into two single coils. These fastenings
had a strong holding power in the oak ties and it was difficult to screw them out of the
ties after tapping them down to break the bond in the wood. The Dowel studs have a
neck on the shank between the threads for the nut on top and the threads for the part
that is driven in the tie. The breaks all occurred in the neck portion. In several cases
the nuts were frozen, and in the retightening the studs turned in the wood. To avoid
more difficulty with the double-coil helical spring washers, all replacements will be made
with the Thackeray type, which had had little breakage. Several of the single-coil wash-
ers were renewed in sections 10, 14 and 15 in the long 4^-deg curve. In section 10,
the washers may have been damaged in driving the round head cut spikes, but in the
case of the through bolts the load was wrenched on the washers. The service conditions
and the shock loads on the through bolts should not be so severe as to break the thin low
reaction spring washers. It will be noted in the footnotes of Table 3 that only a few
screw spikes in sections 16 and 10 were found stripped in the wood. Although the traffic
per annum has averaged over 20 million gross tons for the 7-year test, only a nominal
amount of work has been required for the special anchor spikes. With good timber out-
of-face and good maintenance of line and surface, it is logical that the special fastenings
should require only nominal maintenance. However, more retightening will be required
in the future.
Gage of Test Curves
Annual measurements of the track gage are made on the curves at 4 points in each
panel of track (avoiding the joints in both rails) , except that 6 points were used for the
5-deg 36-min curve where the gage holding capacity of compound 8 (now known as
Tylife) and Rust Joint Iron is being investigated. A record of the gage of the two 4J/2-deg
test curves is shown in Fig. 3. Good gage has been held by many of the special fastenings
in the long 454-deg curve for 7 years. In some of the cut spike sections, the track gage
had more irregularity.
Since re-gaging section 21 with Fabco pads in the short 4J/4-deg test curve, September
1953, the gage had widened some, particularly in the north portion. In the fall of 1953
the curve was stringlined and placed in good surface, cross level and alinement. In addi-
tion, 2 cut anchor spikes were added to 4 cut line spikes in the outer rail of the south
half of the section only. Prior to the inspection of May 1954, all of the AAR test track
had been surfaced with a Matisa tamper and lined. With such an excellent maintenance
program, it seems possible that the gage widening during the past year was influenced
by the tie pads. This was evidently caused by a greater horizontal plate movement on the
ties than that of the other test sections in the same curve.
Fig. 4 gives a 4-year record of the track gage on the S-deg curve at the East Bern-
stadt depot. Considering only the 4-year old sections (excluding sections 46 and 47), the
track gage was held better in sections 42 and 43, having %-m Dunne rubber pads and
Racor studs, respectively. The total gage widening, including the effect of replacing the
(Text continued on page 844)
842
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Track
843
9&O9 H^O'l pJOpuO^S UJOJ> UOIplAdQ
844
Track
Sections 37 thru 43 fiove AREA 14-in Plan 12 flat bottom tie plates.
Sections 46 ond 47 have second hand AREA Plan 6B flat bottom tie plotes.
All sections hove two each of cut spikes for line and anchor except
as noted. After replacing pads in 1951 —After replocing pods in 1952
Fig. 4 Goge, Curvafure and Elevotion of Each Section of Test Trock on the
5-deg Curve, Mile L-153, L.SN.RR.at Eost Bemstodt, Ky.
tie pads, was largest in section 38, with Achuff pads, followed by section 39, with J-M
pads.
Fig. 5 covers the track gage measurements of the tests involving the use of Com-
pound 8 and Rust Joint Iron in spike holes of the ties to compare their gage-holding
capacity with the L&N standard construction in the S-deg 36-min curve. This curve is
the second one north of the East Bernstadt depot in the northward main, and is near
the summit of a long descending grade. In the figure, the change in gage between the
curves for June and August 1952 was brought about by removing the gage rods from
the nine panels of track. Since completion of the test installation, August 1952, there
have been no significant differences in the average gage widening of the three sections.
Because of the good tie condition in the test curve, it may not be possible to develop
the merits of the two compounds. Laboratory tests have shown that both of the com-
pounds were effective in restoring the withdrawal power of cut spikes in simulated spike
killed hardwood ties.
General Inspection
This inspection was made by members of the AAR research staff in May 1954,
except that the examination of tie pads by removal was conducted on July 21, when
Track
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846 Track
members of the Track committee and guests were present. The inspection party of 13
persons, in addition to 2 AAR research staff members, included 3 subcommittee members
or their representatives, 3 AREA associate members and 7 guests representing 5 manu-
facturers.
Tie Pads
Twenty tie pads were removed for inspection, and Figs. 6 to 25, incl., are included
to show the condition of the pads and adzed surfaces. Brief comments on the conditions
observed have been noted below the title for each figure.
A slight compression of the springwood was observed under the field end of the tie
plates in the inner rail of the S-deg test curve. Service conditions on this curve are more
severe than on the two 4'J^-deg curves because of more traffic operating below the
balanced speed of the curve.
In last year's report the general condition of most of the tie pads was described in
detail. The condition of the pads during the past year has not changed significantly. The
various kinds of pad damage, characteristic of each type, has progressed moderately.
There has been no sudden failure or accelerated deterioration of the tie pads. It is rea-
sonable to assume, for the conditions of the L&N test, that some of the tie pads showing
the better performance should have a service life of at least 10 years, in which the gross
tons of traffic will amount to over 200 million. All of the tie pad tests have been con-
ducted with new pre-adzed ties and flat-bottom tie plates.
Based on the service tests of tie pads since 1947 for different service periods (as
shown in years in the parentheses following each pad designation), the following tie pads
have shown the better performance: Bird original fiber-rubber (S) ; Bird improved fiber-
rubber (2) ; Fabco (7, 6, 4 and 3) ; Bird 5 and 7-ply duck-burlap (6 and 5) ; Burkart
fiber (6 and 2) ; Dunne's molded rubber (4) ; Racor fiber-rubber (2.7 and 2) ; and Bird
vinyl pads (2).
Hold-Down Fastenings
In last year's report, the results of a triennial measurement of the tie abrasion were
published and the special fastenings were rated as to their effectiveness. In addition, the
deficiencies of some of the test fastenings were discussed.
So far, the total maintenance work performed on the special fastenings, as judged
from the percentage of fastenings retightened, is as follows: sections 17, 19 and 31 — 100
percent or over; sections 10, 14, IS and 22—69 to 77 percent; section 16—37 percent;
section 12—29 percent; section 11 — 14 percent; and the Elastic spikes in section 13 — 9
percent. No work has been done on the Tie Plate Lock spikes in sections 13 and 34.
All of the Racor studs were tapped down once with a pneumatic hammer after installa-
tion because the fastenings were not driven home manually.
This year difficulty was encountered in performing work on the Dowel studs in
section 11. Although the Dowel studs have been very effective in reducing plate cutting
and in holding gage on the curve, the extra expense in unfreezing the nuts and replacing
the broken washers will detract from the economy of this type of fastening. Although the
work involved in replacing broken spring washers on the special fastenings was not a
reflection on the fastening, it will be difficult to disassociate the extra expense from that
of maintaining the fastening.
Less than 2 percent of the 380 through bolts in the long 4H-deg test curve had frozen
nuts. These were unfrozen by nicking them with a track chisel.
(Text continued on page 857)
Track
847
Kic. 6. South Portiuu Section ,%, l4-ia Johns-MansviUe Rubl
m
,-;ed Bubber- Vulcanized Fibei- Tie Pn'i, Uncoated, Afier 4-years'
Fig. 7. Section 40, 14-ia Tavloi ?>'•
Service in ihe Inner Rail 'jf thy i" Cu; .
Picture shovs condftioa o( fiber Isyci. Rub!)er layer wa'? in reatonabSy tocwl caadiU<
and slight oompresston of wood « tteW end. Piles are separated.
848
Track
Fig. £». Sectiao 42, Duaflie Kubber Co. H-m Molded Rsjbber Tie Pad, 1/8-te Thick, ricfuttd After 4-yearsi' Service
to the Inner Rail of iba S" Curve
Some ^.j---? ' it ■ ,i t'..'-^-,,nn and coropressttm of S!>ringwood caused by the ridges on tiie pad, pad ib good eoodltion
t'xceji ion at the fleSri end. Note that tlie saad imbeddsd In tto ndgts of the pad and abraded
their , - - - ,iiia.
Track
849
Fig. li). North Port'.i- -
the 5° Curve
Little sand, pad
toner Hail of
Fig. 11. Smth P . 4S, 14-in Raoor Tie Pad, Coatel, ASter ;!2 cio.iUis' Sersftct" in the toaer Ball
of the S" C--
1 .80 p«rcoat coating left on tie, pad ia gooti contiUton.
S50
Track
IS, Swtiou W. 11 r.i Bud 5 plj 0uck-Bu! Utp Tip Parf. Coate 1, Afti
ot the Noi",h Sjii al i; tn- L 'ti ■ 4- /f Cusve
Pad ,i;a> 1, i-»i.- 1 J' li.-i.K-ivi j)«<J euivJUJoB ^oo'l,
Track
851
Fig. 14 S>«ctui>i 2'i l..-in Btid On^mji Fibei-Buhlicr p., . -,. • i
Uie Inaer nail .>t -he I oiV S-l /'Cuim
Llttie ^a'li,! a-», ti.;> inf^i m ul ^p In^oixl, most of coa
aot st->aled, buf wus m ouyi coWilion
fare-i C'>slrit Aftpr .'.h moiit)
■%. IS, S'-rt.oi) ^, 1 .-1- t.
Curve
Little eandj, slight sprv
852
Track
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r.^. n. NnrUi P.^rttotj Soctiofl4, M-ta BSrtI Vi!\y1 T
i'M'T ^cale J hard and hfted with a i<x.l adze. :
Pa ', Ci itc 1, After 25-montJia' Satviae m th<» Inner R3i
Track
853
'a, m'jj^ "^
•al. pad n.:ii v,t;oi ir, ^r.rA conrti'ion.
854
Track
Kali ot tfao Long 1-1''2" Ciir,i-
Good seai, cieao aursact;, wuoJ in good condilton, The ttjj,' jdv t>f tS.js part ts.a« riamageiJ anil iits5ockted.
cind Racor Sttj.-iN A:tu!- Sl-a'ontfc
Sw boniJeJ vpn ^o ;r pUte and ue. Pad and wood ra gooti eonriitt
Track
855
''SMM u *■ t
thick. liHCoau-d, Aitpr 71-
856
Track
• Service oti G Cicds.u' 1 Pine Joir.t ru» m fa
S . ■ ,ujoJ coil prea^ion an(! pMrng by tho .ai.J anJ pcUu.-a iu.-Ar U.e pad. Pad «oii litn.^ it .. >. . MAy ,> >i
Track
857
Tie Coating
In July 1950 two test sections were installed in tangent track by applying Koppers
No. 16 sealing compound to the tops and ends of the ties to determine its capacity for
retarding the splitting and weathering of new and existing creosoted hardwood ties.
Section .^5, consisting of 120 new ties, had the odd numbered ties coated on top; the
others were left uncoated for controls. In addition to coatings the adzed surfaces of all
of the new ties, the compound was also brushed on the ends of the coated ties in the
south half of the section. Section ,^6, consisting of 118 existing creosoted hardwood ties,
had all ties coated on top and also the ends of the south 58 ties. The tops of all coated
ties were sprinkled with %-m washed gravel to serve as a protective covering. W. J.
Finnorn, Timber Engineering Company, with the assistance of a member of the AAR
research staff, made the fourth annual inspection in July 1054.
The efficiency of the coating for keeping the splits and checks covered was deter-
mined from the number of exposed splits ^s in wide or greater on the top end faces
of the ties. The efficiency factor for the new ties in section 35 was obtained from the
following formula:
Efficiency, percent
100
Number of checks in coated ties
Number of checks in uncoated ties
r)
Xioo
Because all of the ties were coated in section 36, the original number of checks in the
ties before being coated was used as the base for the efficiency factors.
Values of the coverage efficiency of the coating during the 4-year test are as follows:
Category
Section 35 — New Ties
Percent
Section 36 — Existing Ties
Percent
1951
1952
1953
1954
1951
1952
1953
1954
7.5
70
79
74
03
8.5
70
7.3
80
52
48
5.5
82
64
97
82
7.5
89
70
61
79
48
Ties coated on top only
Tie.s coated on top and end.s
36
60
This year, for the first time, there was a marked drop in the efficiency factors for all
categories listed above. For the ties coated on top only, which represents the normal use
of sealing compounds, the efficiency factor dropped from 73 to 48 percent and from 61
to 36 percent for the new and existing ties, respectively. Since last year's report the test
sections were surfaced out-of-face with a Matisa tamper. The coating has weathered
off of some areas and worn thin in others by the elements, and by plowing ballast out
of the track. The coating did not appear to have chipped or flaked off. More of the coat- ,
ing had disappeared from the existing ties than from the new ties. Photographic views
of the two test sections arc shown in Figs. 26 and 27.
Readings were taken on the top surface moisture content of the ties with a Delhorst
moisture detector, the electrodes being driven to a depth of J^ in.
Averages of these readings in percent for the 4-year period are summarized in the
table below:
858
Track
-tfin 3«, Kopperf ' No, 1? Spnlin^r Compound oh E-<i;>Utig Creosote i Ba.r<lwoi>ii Tws ui
- i-oatju^, fuirf weathered a^ay yr, a few ate^- , Fftc cosillng wa-^ onrwaHy aprijifcipr a .
1/4 tu ;->i-lH>.i travel.
Track
8S9
Dale
Section 35 — New Ties
Section 36 — Existing Ties
Coated
Uncoated
Difference
Coated
Uncoated
Difference
July 1951 . ... .
16.5
20.0
18.5
11.9
10.2
10.9
11.8
9.3
6.3
9.7
6.7
2.6
June 1952
July 1953 . .
29.8
24.7
12.2
12.3
11.5
8.8
17.5
13.2
July 1954
3.4
Prior to the last set of readings, the weather had been dry and hot for a month.
The summer of 1953 was also hotter than normal. This year the average moisture con-
tent of the top surface of both new and existing coated ties reached an all-time low
value. The excess moisture content of the coated ties over that of the uncoated ties also
dropped sharply. The coating had been much less effective during the last year in retaining
a higher moisture content in the top Yz in of the ties.
After four years of service, the coating has become less effective in keeping the splits
covered and the moisture in the tops of the ties. It is probable that the effective life
of the coating will not exceed S or 6 years.
Conclusions
Because the Koppers No. 16 sealing compound used as a coating on the ties to retard
splitting and weathering of the creosoted hardwood ties had a sharp drop in effective-
ness after a service period of 4 years, it is probable that its service life will not exceed S
or 6 years. The coated tie pads have provided better protection of the under-plate area
of the tie than the uncoated pads. The service tests have been of too short duration to
determine the economy of the tie pads and hold-down fastenings. However, the tie pads
that have given the better service performance for periods of 2 to 7 years have been listed
herein. A precise appraisal of the special hold-down fastenings cannot be made for the
present. However, in last year's report the fastenings were rated as to efficiency in reducing
plate cutting, and this report gives a summary of the maintenance required.
Acknowledgement
The Association is indebted to the L&N for its fine cooperation and assistance in
the conduct of the service tests and extends its appreciation to the cooperating manu-
facturers and their representatives.
860 Track ^
Report on Assignment 7
Effect of Lubrication in Preventing Frozen Rail Joints
and Retarding Corrosion of Rail and Fastenings
R. G. Garland (chairman, subcommittee), L. L. Adams, Blair Blowers, R. J. Bruce,
W. E. Cornell, E. D. Cowlin, H. W. Cox, Jr., K. E. Dunn, W. E. Griffiths, J. W.
Hopkins, H. B. Orr, J. M. Rankin, M. K. Ruppert, G. R. Sproles, R. E. Tew,
J. B. Wilson.
TESTS ON THE ILLINOIS CENTRAL
This is a report of progress of the four-year old rail joint lubrication service tests
on the Illinois Central Railroad, and is offered as information.
Introduction
The original test of 10 sections was installed in the northward main of the IC in
June 1950, when the track was relaid with 132 RE rail and 6-hole headfree joint bars.
Two stretches of track were involved: one south of Chebanse, 111., the other south of
Ashkum, 111. All of the track in and near the test sections is tangent with light grades,
and carries fast traffic. From 10 to 20 percent of the traffic is reversed movements. All
of the passenger traffic is hauled by diesel power and most of the freight tonnage is
hauled by heavy steam locomotives of the 4-8-2 type. During the fourth service period
of 11% months, ended July 23, 1954, the test track carried 27 million gross tons of
traffic. Since the initial test measurements were taken in August 1950, the total gross
tonnage has amounted to 126.9 million.
After two years of service, two of the sections having a brush coat of Dixon's 1924
Quick Drying Lubricant and Farbertite had failed because of forming a hard coating
which was susceptible to flaking off with the mill scale or from vibration of the rail.
In last year's report (Vol. 55, 1954, page 749), the changes made in these sections were
described. The joints in the west and east rails of section 3 were first sprayed in July
1953 with Texaco No. 941 rail joint lubricant and Leadolene Barcote No. 600, respec-
tively. A reapplication of the two lubricants was made in August 1954. The joints in
section 10 were sprayed first with Texaco TA-2420 and a year later with Texaco RCX-
236. The former compound was made by adding a wetting agent to Texaco No. 55.
TA-2420 was further improved by using less asphalt and more lubricating oil to form
the RCX-236 preservative. RCX-236 is said to have better flowing and penetrating
properties and slower oxidation and hardening of the coating than TA-2420. Fig. 1* is
included to show the location and description of the test sections as revised.
Discussion of Test Data
Rail Joint Gap
Measurements of the rail gap width were repeated for the last winter and summer,
and have been summarized by the bar diagrams shown in Figs. 2 and 3. During the last
service period, the winter rail gap measurements showed no increase in the percentage
of the joints in the two lower increments of rail gap width. The last two sets of summer
measurements indicated that there had been no decrease in the percentage of joints in
the two lower increments. It follows that there has been no increase in the tendency
for the joints to become frozen. From Fig. 2 it will be observed that no section had a
superior uniformity of rail gap width for the last winter. From the diagrams in Fig. 3
All figures referred to in this report are represented at the end of the report.
Track 861
for last summer, the uniformity of the rail gap was best in section 10 and in the east
rail of section 3. This is of little significance for section 10, as the measurements included
onlj- 20 joints in the west rail, compared with about 68 for the other sections. Sections 6
and 1 had the lowest percentage of joints in the first increment. No test measurements
were taken in the east rail of section 3 until after the joint bars were sprayed with
Barcote No. 600, July 1953. This section also had good uniformity of rail gap width for
the summer of last year. Because the average summer rail gap in sections 10 and 3 (east
rail) was much smaller than in all other sections, it is possible that the rail was laid
tighter. From the test data available, it cannot be determined if Barcote No. 600 was a
factor in creating a better rail gap uniformity.
A comparison of the rail gap uniformity can be made for Texaco No. 941 and TA-
2420 because of their being in the west rail where all measurements have previously been
taken. There was no significant improvement of the rail gap uniformity of these two
sections between the winters before and after the first spray application. The difference
between the two last summer measurements indicated a slight improvement of the rail
gap uniformity in section 10 with Texaco TA-2420 and a moderate improvement in
section 3-W with Texaco No. 941.
Rail gap uniformity for the two seasons of measurements has not been influenced
appreciably by the type of lubricant used during this test, or the 6-year test on the
Chicago, Burlington & Quincy Railroad.
Joint Bar Pull-in
The joint bar pull-in, or total joint wear, measurements are presented graphically in
Fig. 4. The average pull-in for the 4-year period ranged from O.0S7 in to 0.072 in. The
average for all test sections was 0.066 in, or about 0.016 in per annum. This latter figure
compares well with the average pull-in of 0.015 in found in several bolt tension tests.
There were no important differences in the pull-in of the sections having a brush coat
of a preservative on the rail only or on the rail and joint bars. The average pull-in in
the sections without lubrication was comparable to some of the sections with preservatives.
So far, there was no indication that respraying the joints has reduced the joint wear.
Maintenance-of-Way Report
During the fourth service period the IC reported one loose and two broken bolts.
The loose bolt and one broken bolt were reported for section 1, and the other broken
bolt for section 8. Both of the bolts failed because the heads broke off. In 4.58 miles
of test track during the 4-year service period, only 3 bolts were found broken and one
loose. No joints have pulled in two. For the purpose of this report, a loose bolt is one
that has no tension. Each autumn the bolts are retightened with power track wrenches.
Inspection of End Plugs
Each summer all of the Texaco Plastic H end plugs are inspected. The No-Ox-Id end
plugs in section 4 slumped to about one-half of their height during the first summer.
There is a total of 1740 plastic H end plugs — 980 square end plugs in sections 7 and S
and 760 beveled end plugs in sections 2, 5 and 9. Twenty, or 2.0 percent, of the square
end plugs had worked out. Forty, or 5.3 percent, of the beveled plugs were out of place.
Inspection of Dismantled Joints
This year the annual inspection was made by the subcommittee on August 4, 1954,
and the three sections first sprayed last year were resprayed the following day. This
was the second successive year of good attendance at the in.spection. In addition to the
862 Track
photographer of the Burlington Road, supervisor of track, of the IC, and the AAR
research engineer of track, there were 17 persons in the inspection party, including 8
representatives of 6 railroads and 9 representatives of S manufacturers. In the group
there were 4 subcommittee members, 4 other AREA members, and 1 associate member.
Fifteen joints were inspected by removing the bars. Photographs are presented for 13 joints
in Figs. 5 to 17, incl. The last 3 figures show the condition of the joints first sprayed
last year. Each of the foregoing photographs is a composite view showing the bottom
as well as the top fishings of the bars. The Association is indebted to the Burlington
for the splendid service rendered by its photographer.
During the night before the inspection, a moderate rain fell. Consequently, the
presence of free water in the joints precluded detection of condensation in a joint that
could be attributed to the lack- of ventilation or drainage in plugged or packed joints.
Although the original installation of the several compounds was made IS to 20 min
after the rails were end hardened, the heat left in the joints caused the greases to melt
off the middle third of the joints and may have damaged the grease cakes in the same
area.
In Fig. S, the RMC plastic joint packing had dried and hardened some. This formula
of grease cake apparently had less cohesion than the original one used in the Burlington
test, because of separation of the packing. Corrosion was observed on the upper rail web
and fillet, the latter being more severe. This material provided good protection for the
bolts. As a matter of interest. Fig. 21 is included to show the condition of the original
formula packing on the Burlington, also after 4 years of service. The old formula pack-
ing exuded more oil than the new ones and retained its shape better. The grease cakes
are deficient at the top fishings but provide reasonably good protection for the lower
half of the rail and bars. In the Burlington test, the rail was not end hardened.
Figs. 6 and 7 show two joints protected with a brush coat of Conoco Anti-Rust
Compound, and in addition, one of the joints had end plugs. The joint with the end
plugs was in better condition in that (1) much less corrosion was observed in the upper
rail fillets, and (2) was cleaner. Free water can be observed in both figures.
Views of two joints in section 4, Figs. 8 and 9, show the difference between the
two methods of applying a brush coat of No-Ox-Id "A" Special. In Fig. 8, the joint
bars had more coverage by the preservative and less corrosion than in Fig. 9, which had
a brush coat applied to the rail only. The rail web in Fig. 8 had a little better coverage
by the preservative than in Fig. 9. The No-Ox-Id end plugs melted down during the
first summer.
Figs. 10 and 11 cover the joints in sections 5 and 6 without lubrication. There was
some oil present on the rail and bottom of the joint bars that was applied in spraying
the new rail in 1951. Neither joint had hard rust slabs in the lower rail fillets. The
condition of the joints as to corrosion and debris was about equal. In Fig. 10, one plug
had part of the heel missing and the other had a good bond.
Fig. 12 and 13 give a comparison of packing joints solid with Texaco No. 905 grease
and Petrolatum '(dark), respectively. The joint in section 7 with Texaco 90S grease
had exuded some grease at the bolts. The rail web and upper and lower fillets were well
preserved. Some leakage of the grease had occurred at the rail gap. There was no corrosion
in the upper rail fillets.
Although about 85 percent of the Petrolatum (dark) had flowed out of the joint in
Fig. 13, it was well preserved by a thin coat of preservative, which may disappear in
another year or two. There was very little corrosion on the bars or rail. The Petrolatum
has a low melting point and flows out during hot weather.
Track 863
Both of the packed joints have been preserved better than in the other sections.
The bolts wer well lubricated. The top fishings of the joint with Texaco 90S had some
lubrication, but they were rather dry in the joint with Petrolatum (dark).
The joint having a brush coat of Petrolatum (dark) and Plastic H receiving end
plugs (Fig. 14) showed evidence of excessive heat. The fishings were dry except for
small areas on the bottom of the bars. In comparing Fig. 14 with Fig. 7, the latter joint
with Conoco Anti-Rust Compound and both ends plugged, was much better preserved
than the joint in Fig. 14 with receiving end plugs only. In order to show comparative
conditions in this test and the BurHngton test. Fig. 22 is included. Both joints had a
brush coat of Petrolatum (dark). On the Burlington, the rail was not end hardened
and there was not heat to cause the grease to be melted. Because of cool weather the
Petrolatum (dark) was heated for applying the brush coat to the rail only. It was also
necessary to heat the Petrolatum on the IC, but the weather was warmer. The Burling-
ton joint. Fig. 22, after four years, was much better preserved.
Figs. IS, 16 and 17 show the condition of the joints sprayed, respectively, with
Texaco No. 941, Barcote No. 600, and Texaco TA-2420. Little of the spray coat was left
on the fishings. The rail web with a coating of Barcote 600 appeared to be protected
best, and the condition of the TA-2420 the worst. The latter joint had some lubrication
on the bottom of the bars for a length of 6 in at the receiving end. Because only one
joint for each spray coat was inspected, it was not possible to determine precisely the
relative performance of the three preservatives.
Respraying Operation
The three sections that were first sprayed in 1953 were resprayed on the day follow-
ign the last inspection, using the same lubricants in section 3 and substituting Texaco
RCX-236 (previously described) for TA-2420. The work was performed by using the
same equipment as described in the last report. However, a change in nozzles was made
by using the design developed by the Atchison, Topeka & Santa Fe Railway. These had
a much larger orifice than those used on the top of the bars last year, and could be
moved past the bolts, behind the bars. The nozzle used behind the bars had the spray
in a vertical plane, was tilted upward and pushed to the second bolt from the end of the
joints. As the nozzle was withdrawn from each end of the bars, the valve was opened.
The other nozzle was moved along the top of the bars for coating the top fishings.
A photograph of a typical joint in each of the three test sections is shown in Figs.
18, 19 and 20. The fishings were well covered, but the coverage on the web of the rail
was incomplete. From the few joints inspected it was observed that Texaco 941 was
the most rapid for penetration and flowing qualities. It was thinner than the other two
spraying compounds. The RCX-236 appeared to have better flowing properties than the
TA-2420 used last year.
The day was cloudy and cool, with a temperature of 78 deg F at mid-morning.
Because of the large nozzle, the spray pressure was held as low as possible for proper
atomization, or from 50 to 75 psi. Because of the limited heat output of the machine,
the maximum temperatures of the three materials was only 88 deg for Texaco 941, 80 deg
for Barcote 600, and 84 deg for RCX-236. The latter compound was too cool for obtain-
ing the proper atomization. The materials in pounds per joint used this year compared
with last year follow: Texaco 941, 2.0 vs 1.6; Barcote 600, 1.3 vs 1.4, and 1.2 of RCX-236
vs 1.4 of TA-2420. The larger nozzle was suitable for handling the heavier materials,
but was too large for the Texaco No. 941, which is thinner when heated. An appreciable
amount of Texaco No. 941 ran out of the joints and was wasted.
864 Track
From inspections next year it will be decided when the joints will be sprayed the
third time. It is proposed to use another type of nozzle that will give good coverage
inside of the joints and require less lubricant or preservative.
General Remarks
The joint packed with Texaco 90S grease and Plastic H end plugs had been pro-
tected from corrosion the best. The joint packed with Petrolatum (dark) ranked next.
However, because most of the latter material had melted and leaked out of the joint,
the future performance of the material may be limited. The joints in section 8 with
a brush coat of Petrolatum (dark) and receiving end plugs had the poorest protection.
After four years, the superior coverage of a preservative brushed on the bars and
rail, compared with brushing the rail only, was not as prominent as in previous years.
The joints packed with Texaco No. 905 were the only one in which the lubrication
on the top fishings was maintained to an important extent.
The sections sprayed last year had very little lubrication left on the fishings. The
first spray apphcation in two of the sections effected a slight to moderate improvement
in the summer rail gap uniformity. Conclusions as to wear of the sprayed joints will
require a longer service period.
The performance of the sections protected with a brush coat of Petrolatum or
Petrolatum-based products was handicapped by the heat left in the joint from the end
hardening operation.
The new formula RMC plastic joint packing had exuded less oil than the old formula
grease cakes.
Judging from the condition of the brush coat of Petrolatum (dark) in section 9,
the receiving end plugs have not aided the coating in resisting deterioration. Because of
the reversed movements, possibly both ends of joints should be plugged.
No excessive corrosion was observed in the joints without a preservative. So far,
there has been no evidence of the existence of brine corrosion in the test track.
Final conclusions will be deferred until more information is developed.
Acknowledgement
The Association is grateful to the Illinois Central for its contribution in conducting
the service tests and extends its appreciation to the participating suppliers and others
who have rendered assistance.
Track
865
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Track
West Rail, except os noted below - 6-H. Heodfree Jomt Bars
90
80
70
60
50
40
30
20
10
0
90
80
70
60
50
40
30
20
10 -
0
90
S 60
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60
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Section I. S^a M.le 65
R, M C Ploslic (New Formula)
Roil Temp. 30° Avg Joint Gap 0 22"
n n n n n
n n
Section Z N 2 Mile 66
Conoco Anil -Rust Compound, Brusti Cool
Roi! Temp 32° Avg Jomt Gap 0.24"
_D_
Sc'.li-n 3. S. '4 M..e 66
Tcxoco 941, Sproy Coot
Roil Temp. 33° Ajg. Jomt Gap 0.22"
Section 4, N. /a Mile 67
No-Ox-Id "A" Special, Brusn Coat
No-Ox-Id P,jgs, Boin Ends
Rail Temp 35° Avg Jomt Gap 0,2l"
JlJI
n
Seel .on 5. 5.4: ^..e 67
No Lupricotion, Plastic H End Plugs
Roil Temp 35° Avg Jomt Gap 0.18"
Section 6 N. ^2 M.le 68
Mo Lubrication, No End Plugs
Roil Temp. 36° Avg Joint Gap 0.20"
IL
_E1_
Jl
Lr.
Section 7 S -t Mile 75
Join!« f ocKed with Texoco 905 Greose
Ploslic H Lnd f lugt
Rail Temp 36° A.'g. Jom: C''.( 0.25"
Sect 1 -in R N '2 Mile 76
Joirils P-i Ken wi'h Pelrololum (['Ork;
Ploslic H End Plugs
hj,l T<;mp. 37° Avg Join! Gap 0.24"
n n
n n n
IL
Section 9 S 4 Mile 76
Pelrololum (Dork), Brusti Coot
Plastic H Plugs, Receiving End
Roil Temp. 36° Avg. Jomt Gap 0.23"
Section lO U -'? Mile 77
Texoco TA-2420, Spray Coot
Roil Temp 35° Avg, Joinl Gap 019"
ILH
n
n n
Section 3. S'/gMiie 66 (Eosl Roil)
Borcote No. 600, Spray Coot
Roil Temp 33* Avg Joint Gop 023"
Note ■ Tne jO'nIs in s(
rust preventives hod fo
3 and lO, after
July 29, 1953.
tfie onginol
The lubricon)
ss W6l-B-r.
imoval of
JLR
— — c\JC\jrOrO^'d-inina)00 — — (MCOrOrO^^iniDlO
Joint Gap in Hundredths of on inch
Fig. 2 Joint Gap Measurements for Roil Joint Lubrication Test December 30, 1953.
I C R R Chebanse to Donforth, III
Track
867
West Roil, excep' os noted below - 6-H Heodfree Joint Bors
90
80
70
60
50
40
30
20
10
0 ■
90
80
70 ■
60
50 ■
40 ■
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20
10
0 ■
90 ■
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80
70
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90
80
70
60
50
40 -
30
20 ■
10
Section I 5^2 M.le 65
R M C PlosliC (New Formula)
Roil Temp 106° Av/q Jomt Gap 0.10"
nil nn
Section 2. N. --2 Mile 66
Conoco Anti-Rust Compound, Brusti Cool
Roil Temp 108° Avq Joint Gap 0.06"
n
Section 3. S '^2 M,.e 66
Tcxoco 941 . Spray Coot
Roil Tem( 111° A;q Joint Gop0 0 3"
JUL
Secrion 4. N./2 Mile 67
No-Ox- Id "A" Special, Brusti Coot
No-Ox-Id Plugs, Bolti Ends
Roil Temp.iiO" Avg, Joint Gop0 07"
n n
Sect. on 5 Syz '■'■■e €7
No i_uDficolion, PiostiC H End Plugs
Roil Temp 109° Avg Joint Gap 0.06"
Section 6 N, ^z M.ie 68
No Lubrication, No End Plugs
Roil Temp 110° Avg Joint Gap 007"
Jljl.
Section 7 S '2 Mile 75
Joints f-ocKed wiltv^exoco 905 Grease
Ploslic H t^nd I luge
Roil Temp 112° A/g, Join: G'-.pO-O?"
n
Section R N.-'j Mile 76
Joints Pi-Ked witti Pelrolaljm(Dork)
Ploslic H End Plugs
hail Temp 114° Avg Joint Gap 0.05"
n n n
Section 9. 5 ^i Mile 76
Petrololum (Dark), Brusn Cool
Plastic H Plugs, Receiving End
Roil Temp 117° Avg. Joint Gap 0,05"
_n_
Section 10 N -> Mile 77
Texoco TA-2420, Spray Coat(l953)
Roil Tem,.ll9° Avg. Joint Gop 0 Ol"
Resprayed with RCX 236(1954)
n n
Section 3. S'/2Miie 66 (East Roil)
Borcote No. 600, Sproy Coot
Roil Temp 111° Avg Joint Gop 0 02"
Note
10, of!
inls in sections
rjsl preventives nod foiled, were sproyed
OS. snown obove A Foirmont Oil Sproyer
t«:;s jsed to sproy the joints wiftiout the rei
the lOint Oors, July 29,1953. These sections
resproyed Aug. 5, 1954
th the lubriconts
loss W6I-B-I.
ID iD
— — CJOdlOrO^^iniDU^OO — — CMCMfOrT)^'
Joint Gap in Hundredltis of on inch
Fig 3 Joint Gop Meosurements for Rail Joint Lubricotion Test, July 23, 1954
ICRR. Chebonse to Donforth,Ill
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Track
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Track
869
Fig. 5. SoaOv Portion Se(;tion 1, Joint packf.i fiohrf with RMt
870
Track
Fiir. 7. Nurlii Portion SeetJon 2, Conoco Anti Rufi Comf^uanU >4i(h PUttic H Plurfs- m Both Eadi. (Brush
Track
871
872
Track
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Fig. 11. !i>i,of<i>n f- No L'l' rlcatiou or Er, 1 Plu=:s
Track
873
Fig. 13. Socttoa 8, Packed with Petroiattiau (i3ark) md Plastic H End Plugs
874
Track
V- W< It liiii Succi-jB „, Spi.n Ca,u <j Ve^ ~:u iv). 641 ..lii,i On» Vo,-'! nl St^iMcv
Track
875
. Eaft Rail .S-A-tii.a ), S|->r;", C'la
876
Track
Track
877
wr.-^-^
878 Track
Report on Assignment 9
Critical Review of the Subject of Speed on Curves as Affected
by Present-Day Equipment
Collaborating with the AAR Joint Committee on Relation
Between Track and Equipment
W. R. Bjorklund (chairman, subcommittee), L. L. Adams, D. B. Barge, Jr., F. J. Bishop,
M. C. Bitner, T. Fred Burris, H. F. Busch, W. E. Cornell, H. W. Cox, Jr., L. E.
Donovan, J. W. Fulmer, D. C. Hastings, E. R. Murphy, W. N. Myers, J. S. Parsons,
Troy West.
This is a progress report, submitted as information.
The test data for this assignment has been reported by the Joint Committee on
Relation Between Track and Equipment of the Engineering and Mechanical Divisions,
AAR, in AREA Bulletin 516, page 125. Experimental information indicates that
equilibrium elevation is a function of the bearing points of the wheels on the rail
rather than the conventional "G" which equals the "gage of the track of 4 ft 8% in".
The experimental information further indicates that the 3-in unbalanced elevation now
published in the AREA Manual should be continued in effect for standard heavy-weight
passenger equipment, but that newer passenger equipment which utilizes large center
bearings, swing hangers, and roll stabilizers can negotiate curves comfortably at more
than a 3-in unbalanced elevation because of the lesser car body roll. We are continuing
to study this problem and the data developed by the AAR.
The question of speed on transition curves and turnouts as affected by present-day
equipment will be covered after recommendation has been decided upon for the simple
curve.
Report on Assignment 10
Methods of Heat Treatment, Including Flame Hardening,
of Bolted-Rail Frogs and Split Switches, Together
with Methods of Repair by Welding
S. H. Poore (chairman, subcommittee), L. L. Adams, F. J. Bishop, M. C. Bitner,
W. R. Bjorklund, J. C. Brennan, W. E. Cornell, P. H. Croft, K. E. Dunn, H. F.
Fifield, W. E. Griffiths, V. C. Hanna, M. J. Hassan, A. E. Haywood, A. B. Hillman,
J. W. Hopkins, C. H. Johnson, T. R. Klingel, R. E. Miller, E. R. Murphy, H. B.
Orr, J. S. Parsons, C. E. Peterson, R. D. Simpson, T. R. Snodgrass, R. E. Tew.
Tests of Welding Techniques for Repair and Serviceability
of Four Metallurgies of Rail Steel in Simulated Units
of Bolted Rail Crossing Flangeway Intersections
This is a progress report, submitted as information.
Foreword
In this phase of the investigation, information will be obtained from laboratory
and field tests of welding on flame-hardened, heat-treated and control-cooled carbon-
steel rails and the low-alloy, chrome-vanadium rail for determining the best methods
of building up battered crossing corners and joints. The welding techniques selected for
Track 879
maintaining the simulated crossing units in track will be correlated with the serviceability
of the units in the field. It is expected that the results of these tests will be used for
preparing (1) a manual on the preferred welding techniques for good maintenance of
special trackwork made of various metallurgies and heat treatment of rail steel, (2)
specifications for flame hardening, and (3) determining the best method of heat treat-
ment for maximum serviceability.
Because it was not practical to conduct these tests with full-size crossings, it was
decided to use simulated crossing intersections of bolted construction, three-rail type,
in one side of the track only.
Fabrication of Test Units
Six manufacturers, working as a group and collaborating with the subcommittee,
furnished three 39-ft panels of 8 units of flangeway intersections. Each panel is of the
same construction as shown in Fig. 1. Each manufacturer obtained two 132 RE rails
from the same heat, which had carbon content above the median of the specified carbon
range, or more commonly called blue-end rail. Each manufacturer prepared three sets
of running and easer rails without charge, and, in addition, the Pettibone Mulliken Cor-
poration prepared the design, furnished the balance of the material, and fabricated the
three panels at actual cost without profit.
Three frog manufacturers furnished the flame-hardened rails: Pettibone Mulliken
Corporation; Trackwork Division. Taylor-Wharton Iron & Steel Co. (formerly Weir-
Kilby Corporation) ; and the Ramapo Ajax Division, American Brake Shoe Company.
The Pettibone Mulliken and Weir-Kilby methods of flame hardening were similar in
that each used dehydrated compressed air as the quenching medium. Ramapo's method
utilized ambient air as a quench, followed by a water bath about 10 in behind the
oxyacetylene flame after the rail had dropped below the critical temperature. Three other
manufacturers furnished the heat-treated rails: Bethlehem Steel Company, Steelton ; Cleve-
land Frog & Crossing Co.; and United States Steel Corporation, Johnstown Works. U.S.S.
used in its heat-treating process a water quench, and the other two frog manufacturers
used oil as the quenching medium. The control-cooled rail units were also made of rails
of the same heat. In this test it was also desired to include the low-alloy, chrome -
vanadium steel to determine its suitability for bolted rail crossing construction and to
investigate repair by welding. The Norfolk and Western Railway very kindly agreed to
furnish one of its 132 RE C-V rails which had carried 90 million gross tons of traffic
as the outer rail of a 6-deg curve. This was the only RE rail section of chrome-
vanadium steel available at that time. C-V rail is a self-hardening rail and has a Brinell
hardness of about 350 in the as-rolled condition. C-Y rail is being tested in curves for the
primary purpose of retarding the formation of shelly failures in the outer rail of curves.
The head wear on the C-V rail was so little that it was not necessary to build up the
rail surface to meet adjoining units of new carbon-steel rail. A photographic view of one
of the test panels is presented in Fig. 2.
Installation of Test Panels
The Chicago, Milwaukee. St. Paul & Pacific Railroad very kindly agreed to install
the three 39-ft test panels in its main track No. 3. Mannheim, 111., where the previous
tests with manganese steel frog points had been conducted. Track No. 3 carries about
15 milHon gross tons per annum of slow-speed freight traffic enroute to the new hump
yard at Bensenville, 111. All trains are hauled by diesel power, and there is no passenger
traffic on track No. 3. The grade of the track is about level.
880 Track
Because of the short rails and their possibility of drooping at the flangeway inter-
sections, the only accurate way to determine the batter was to measure the change in
rail height. This made it necessary to use individual tie plates instead of a continuous
base plate. In addition, this change will also promote better tamping. To provide the
test units with better support because of the impacts at the flangeway intersections,
new or good used 7 -in by 9-in by 9 ft creosoted oak ties were used to replace the 8-ft
6-in ties, all of the extra length being placed under the south rail in which the test units
were placed. The three test panels were separated by one 39-ft rail length, and 8 rail
lengths of the north rail were also relaid with new 132 RE rail and 6-hole joint bars.
Construction was started on April 12, 1954, and completed by noon of April IS,
1954, for the inspection by the subcommittee that afternoon. The old ballast was
removed and replaced with Janesville processed gravel. The l^^-in frog bolts were
tightened with a Nordberg power track wrench. Two views of the construction work are
shown in Fig. 3.
Laboratory Hardness Readings
Brinell hardness readings were taken on sections cut from short pieces of rail fur-
nished to the AAR laboratory to represent the rail used in the test units. Some specimen
rails were not furnished for this purpose. These data are presented in graphical form in
Figs. 4 and 5. In the two figures the open circles indicate that the hardness readings
were determined with a Brinell hardness tester, and the solid dots were taken with a
Rockwell hardness tester. In the right portion of Fig. S, Tukon micro-hardness readings
were taken below the running surface of the used C-V rail to find the point of maximum
cold working. The highest Brinell reading of 382 was obtained 0.6 mm to 0.8 mm below
the surface, as compared with 361 on top of the rail. There had been little cold working
of the C-V rail, as the hardness on the field side of the rail ranged from BHN 356-359.
The layer of hardened steel was much thinner on the Pettibone Mulliken flame-hardened
specimen than that on the Weir-Kilby specimen (Fig. 5).
Service Test Measurements
The initial or base readings for rail batter and wear, and increase in hardness caused
by cold working of the steel under traffic, were taken on top of the running rails of the
24 test units in the Pettibone Mulliken shop prior to installation in track. Both sets of
readings were taken on the center line of the rail head at points 10 in from the ends
of each unit and ^ in from the nearest face of each flangeway, making 4 readings in
each category for each unit. The "10-in" points will serve to determine the normal rail
head wear and amount of cold working. Data for the points on the tread corners will
be used to determine the batter and cold working of the rail surface. The Brinell hard-
ness readings have been summarized in Table 1. A soft disk-type stone was used for
grinding off the decarb and mill scale from the top and bottom of the rail at the loca-
tions of the measurements. It is possible that in some cases, particularly for the heat-
treated rails, all of the decarb was not removed. It was not desired to grind so deep
on the rail head as to set up a simulated batter condition. The heat-treated rails ranged
from an average of BHN 325 for one manufacturer to 339 for another. The correspond-
ing figures for the flame-hardened specimens ranged from a BHN of 309 to 354, the
Ramapo specimens being the hardest. It will be of interest to observe in Table 1 that the
used C-V rail hardness on top was about the same as on the field side of the rail head.
The King portable hardness tester was used in taking the initial measurements on the
running rails before assembly of the crossing units.
(Text continued on page 888)
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Track
887
TABLE 1. BRINELL HARDNESS READINGS TAKEN ON TOP OF RUNNING RAILS OF
EACH UNIT IN THREE PANELS OF SIMULATED CROSSING INTERSECTIONS
PRIOR TO INSTALLATION IN TRACK AT MANNHEIM, ILLINOIS
Panel
Description of Unit
BHN (3000 kg)
West
End
Rec.
Comer
Lv.
Corner
East
End
Avg.
Range
Low
High
Heat Treated Rail
West
Center
East
United States
Steel
Corporation
311
338
309
344
3 23
311
347
342
332
309
337
300
328
335
313
325
309
323
300
300
347
.342
33 2
347
West
Center
East
Bethlehem
Steel
Company
344
33 2
364
327
34U
342
337
340
324
337
342
342
336
338
343
339
3 27
332
3 24
3 24
344
342
364
364
West
Center
East
Cleveland Frog
and Crossing
Company
329
334
323
340
332
337
344
329
334
349
337
335
340
333
332
335
329
329
323
323
349
337
337
349
Flame Hardened Rail
West
Center
East
Weir
Kilby
Corporation
319
323
302
302
321
290
321
324
309
337
319
304
320
322
301
314
302
319
290
290
337
324
309
337
West
Center
East
Ramapo Ajax Div.
American Brake
Shoe Company
361
335
349
359
368
366
351
351
364
359
340
340
358
348
355
354
351
335
340
335
361
368
366
368
West
Center
East
Pettibone -
Mulliken
Corporation
313
319
311
307
315
311
309
324
302
311
306
282
310
316
302
309
307
306
282
282
313
324
311
324
Other Rails
West
Center
East
C.C. Blue End Rail as rolled
(C. 0.78, Mn. 0.82, Ph. 0.011,
Sul. O.OSh, Sil. 0. 18)
255
252
247
249
254
245
242
255
265
258
251
244
251
253
248
251
242
251
244
242
258
255
255
258
West
Center
East
Used Chrome -
Vanadium
Rail
364
361
361
366
359
366
366
361
366
368
364
361
366
361
364
364
364
359
361
359
368
364
366
368
West
Center
East
Used C-V Rail
Hardness on
Side of Head
368
364
368
371
359
368
368
366
364
366
371
359
368
365
365
366
366
359
359
359
371
371
368
371
Brlnell hardness for 7 flangeway fillers of center panel ranged from 259 to 321, averaging 282.
888 Track
For taking hardness readings on the running rails in the field, a special clamp for
the King tester was made of 18-8 stainless steel. This equipment is shown in Fig. 6.
The rail height measurement gage was adapted from one of the gages formerly used for
measuring pull-in of the joint bars, as shown in Fig. 7. Since the photograph was taken,
a pocket level has been attached transversely to the gage frame to aid in plumbing it.
Because of the small amount of tonnage that had passed over the test panels by Septem-
ber 1954, publication of the initial field measurements will be deferred until next year.
Laboratory Welding Experiments
In order to determine the best welding procedures for building up the batter on the
tread corners, tests will be conducted in the laboratory on 8 rails representative of the
variations in rails of the test panels. These rails, varying in length from 10 ft 4 in to
18 ft 4 in, have been received at the laboratory.
Questionnaires as to recommended welding procedures have been furnished to three
nationally known welding companies, the six cooperating frog manufacturers, and one
railroad. As soon as all replies have been received the experimental work will be con-
ducted. All of the welds will be examined metallurgically. The best procedures will be
selected for maintenance of the test units. If there are as many as three good welding
techniques for repairing a given unit, each of three units can be repaired with a different
method. This will provide an opporunity for comparing the three methods in the field.
Later changes in the field may be made if some of the welding procedures are not
satisfactory under traffic.
•
Acknowledgement
The Association extends its appreciation to the Milwaukee Road for its splendid
cooperation and assistance in making an excellent installation of the test panels, to the
six suppliers, the N&W, and to those who will render assistance in- conducting the
welding tests.
Report of Committee 4 — Rail
C. J. Code, Chairman,
E. L. .\nderson
F. W. BiLTZ
T. A. Blair
B. Bristow
C. B. Bronson
R. M. Brown
W. J. Burton
E. E. Chapman (E)
B. Chappell
L. S. Crane
W. J. Cruse
J. C. DeJarnette, Jr.
G. H. Echols
R. A. Emerson
P. O. Ferris
C. J. Geyer
J. K. Gloster
J. L. Gressitt
R. L. Groover
A. P. Talbot, Secretary,
C. B. Harveson*
W. H. HOBBS
S. R. Hursh
J. C. Jacobs
K. K. Kessler
N. W. Kopp
L. R. Lamport
C. C. Lathey
W. B. Leaf
H. S. Loeffler
E. E. Mayo
Ray McBrian
E. H. McGovern
L. T. Nuckols
Embert Osland
E. E. O VI ATT
R. E. Patterson
W. H. Penfield (E)
W. C. Perkins
* Died June 29, 1954.
(E) Member Emeritus.
B. R. Meyers,
Vice Chairman,
G. A. Phillips
G. L. P. Plow
W. G. POWRIE
R. B. Rhode
J. G. RoNES'
J. C. Ryan
E. F. Salisbury
L H. Schram
J. F. Shaffer
S. H. Shepley
A. A. Shillander
W. D. Simpson
G. L. Smith
J. S. Wearn
H. F. Whitmore
R. P. Winton
Edward Wise, Jr.
J. E. Ye well
Committee
To the American Railway Engineering Association:
Your committee reports on the following subjects:
1. Revision of Manual.
Progress report, including editorial changes in drawing of 140 RE Joint Bar,
change in Form 402-L, addition of Form 402-M, and addition of recom-
mended "Mill ractice for Rail for Butt Welding" page 891
2. Conditions affecting service life of rail, causes of rail failures and defects,
in collaboration with AISI Technical Committee on Rail and Joint Bars.
Progress report, including as Appendix 2-a, Report on Investigation of
Failures in Control-Cooled Rails page 89.^
?>. Rail failure statistics, covering (a) all failures; (b) tran.sverse fissures;
(c) performance of control-cooled rail.
Progress report, including statistics on rail failures reported up to December
31, 1953 page 904
4. Rail end batter; causes and remedies.
Progress report. Outline of proposed tests page 926
5. Economic value of various sizes of rail.
Progress report, presented as information page 927
6. Service tests of various types of joint bars.
Progress report, presented as information page 929
7. Joint bar wear and failures; revision of design and specification for new
bars, including insulated joints, and bars for maintenance repairs.
Progress report, presented as information page 937
Appendix 7-a— Thirteenth progress report on the Rolling-Load Tests of
Joint Bars Page 938
889
890 Rail
8. Causes of shelly spots and head checks in rail: Methods for their prevention.
Progress report, including report on service tests of heat-treated and alloy-
steel rail page 951
Appendix 8-a — Thirteenth progress report on Shelly Rail Studies at the
University of Illinois page 954
9. Recent developments affecting rail section.
Progress report, presented as information page 959
Appendix O-a — Report of the Engineering Research Staff on The Effect
of Stress Raisers Around a Bolt Hole on the Fatigue Life of a Rail page 960
10. Service performance and economics of 78-ft rail, collaborating with Com-
mittee 5 ; specification for 78-ft rail.
Progress report, including field measurements on test installations, presented
as information page 976
11. Rail damage resulting from engine burns; prevalence; means of prevention;
repair by welding.
No report.
The Committee on Rail,
C. J. Code, Chairman.
AREA Bulletin 52 1, February 1955.
MEMOIR
Carlcton J^ennett J^arbegon
Carleton Bennett Harveson, chief engineer maintenance, Baltimore & Ohio Railroad,
and a member of the American Railway Engineering Association since 1926, died on
June 29, 1954. Mr. Harveson was born at Jacksonville, N. J., December 18, 1885, and
attended Philadelphia Central High School and Bucknell College. He entered the service
of the Philadelphia and Reading Railway in 1905 as a draftsman and advanced progres-
sively to the position of supervisor of track. Furloughed for military service with the
outbreak of World War I, he was in foreign service from December 1917 until June
1919, advancing from First Lieutenant to Major of Engineers. He returned to the Read-
ing in July 1919 as a supervisor of track.
In 1922, Mr. Harveson was appointed division engineer on the Baltimore & Ohio at
Philadelphia, Pa., advancing to engineer maintenance of way of the Eastern Region
in June 1936. In 1944 he was made chief engineer maintenance, in which capacity he
remained until his death.
During his membership in the Association, Mr. Harveson was a member of Com-
mittee 1 — Roadway and Ballast, in 1928, and a member of Committee 4 — Rail, from
1944 until the time of his death.
He is survived by his widow. Bertha E. Wilson Harveson, whom he married in 1921,
a son, Richard, and four grandchildren.
Rail 891
Mr. Harveson was a competent executive and a man of vision and imagination to all
who knew him. He had a fine personality, was a keen sportsman, and had a great
capacity for friendship. As a result, he had many real friends in all walks of life, who
feel a deep loss in his death.
Report on Assignment 1
Revision of Manual
B. R. Me\ers (chairman, subcommittee), C. J. Code, E. L. Anderson, F. W. Biltz,
W. J. Burton, L. S. Crane, C. J. Gever, J. L. Gressitt, R. L. Groover, W. H. Hobbs,
C. C. Lathev, H. S. Loeffler, Rav McBrian, L. T. Nuckols, E. E. Oviatt, R. E. Pat-
terson, G. L. P. Plow, R. B. Rhode, J. C. Ryan, E. F. Salisburv, S. H. Sheplev,
A. A. Shillander. G. L. Smith, J. S. Wearn, H. F. Whitmore, Edward Wise, Jr.
The following revisions are submitted with the recommendation that they be adopted
and published in the Manual:
Pages 4-1-6.2 to 4-1-13, inch
JOINT BARS AND ASSEMBLIES
Page 4-1-12.1 — make following changes in dimensions shown for 140 RE joint bar.
Fig. 7a, so that same will conform to information shown for other joint bars;
.■\dd dimension of ^g" for bar web thickness.
Add dimension of 2.60" to show distance from bottom of bar to neutral axis of
bar.
Add dimension of 2.50" to show distance from neutral axis of bar to top of bar.
Add dimension of ^.25" to show distance from base of rail to neutral axis of
joint bar.
Remove dimension of 3.37" which represents distance from ba.se of rail to neutral
axis of rail and is confusing on this drawing.
Correct table of Physical Properties for Standard AREA Bar Punchings to read
as follows:
Physical Properties One Bar Two Bars
Moment of Inertia in' 16.25 32.5
Section \ Above n.a. in'' 6.50 13.0
Modulus I Below n.a. in" 6.04 12.1
.■\rea sq in 6.00 12.00
Net weight, 24-in length, lb 40.0 80.1
Net weight, 36-in length, lb 60.1 120.1
Pages 4-3-1 to 4-3-14, incl.
RAIL RECORD FORMS
Page 4-3-12. Revise Form 402-L to obtain data on the mileage of detector car
testing and number of detected defects .separately as between railroad owned and leased
cars and between inductance and magnetic-type cars. The revised form is presented
herewith.
Adopt new Form 402-M (presented herewith) to obtain data now secured by letter
inquiry, and insert as page 4-3-12.1.
892
Rail
Form 402-L
REPORT OF ANNUAL PROGRESSIVE TYPE HEAD FAILURES IN RAIL
OF ALL AGES, MADE BY ALL PROCESSES
Director of Engineering Research, Eng. Div.
Association of American Railroads
3140 So. Federal Street
Chicago 16, Illinois
Dear Sir:
The
for the year January 1, 19 to December 21, 19_
Service Failures
Date
. 19
Railroad reports the following
Transverse Fissures
All other Transverse Defects including
Compound Fissures and Detail Fractures
Engine Burn Fractures
Detected Failures
Transverse Fissures verified by breaking
All Transverse Defects including Unverified
Transverse Fissures, Compound Fissures
and Detail Fractures
Engine Burn Fractures
Miles Tested by Detector Cars
By Detector Cars*
RR Owned Leased
*Note: Show data separately for inductance or magnetic-type cars, and designate by (I) or (M),
respectively.
This report covers our entire system
This report covers only the following roads_
Equivalent single main-track miles of report territory_
Yours very truly.
Name
Official Title
Address
Rail
893
Form 402-M
ANNUAL REPORT OF RAIL FAILURES IN THE WEB WITHIN
JOINT BAR LIMITS IN RAIL OF 100 LB AND ALL HEAVIER SECTIONS
(For the yc;ir ending December 31, 19 )
RAILROAD
Rail
Rail Rolled Previous to 1937
Rail Rolled in 1937 and after
Detected Failures
Service Failures
Detected Failures
Service Failures
Bolt Hole
Other
Bolt Hole
Other
Other
Bolt Hole
Other
Number of joints inspected during the year by defect detecting instruments or equipment,
including the supersonic type .
894 Rail
Add in Miscellaneous Part the following additional Recommended Mill Practice for
Rails for Butt Welding:
MILL PRACTICE FOR RAILS FOR BUTT WELDING
The following recommended practices will serve as a guide for ordering rails for
butt welding and may be used as a supplement to Specifications for Open-Hearth
Steel Rails:
1. General
Except for the provisions herein set forth, all rails for butt welding purposes will be
processed in accordance with the latest AREA rail specifications, and will be furnished in
standard 39-ft lengths, control cooled.
2. Purchaser's Order
a. The purchaser's order shall specify tonnage rather than the numerical quantity
of rails.
b. The purchaser's order shall specify, in tons, the amount of right-hand drilling,
left-hand drilling, and blank rails desired. Right hand or left hand end of rail will be
determined by facing side of rail on which brand is stamped.
c. In order to provide the desired tonnage in rails generally considered as suitable
for butt welding, it is necessary to produce enough total tonnage against the purchaser's
order to provide for the exceptions listed in Art. 3.
3. Application of Rail by the Manufacturer
a. Unless otherwise specified, the "A" rails and those classified as "X-Rayls" and
No. 2 rails will not be applied against the tonnage specified for butt welding.
b. Unless otherwise specified, short rails (rails less than 39 ft in length) will not be
applied against the tonnage specified for butt welding.
c. It is understood that the rails not applied against the tonnage specified for butt
welding will be accepted by the purchaser under the provisions in Art. 4, Par. b, d and e.
4. Drilling
a. When specified by the purchaser, rails drilled in the right- or left-hand end with
the opposite end undrilled, will be furnished.
b. When right and left-hand drilhng is specified, the excess of any one end drilling
will be applied against the order.
c. When specified by the purchaser, blank rails (rails with both ends undrilled)
will be furnished.
d. Unless otherwise specified, "A" rails, short rails and "X-Rayls" will be drilled on
both ends.
e. Rails classified as No. 2 on the inspection beds, whether blank or right or left-
hand drilling, will be applied without being returned to the Finishing Department for
drilling.
5. Rail End Finishing
a. All rails, whether hot sawed, milled or ground to length, will be furnished with
end squareness in accordance with the latest AREA rail specifications.
b. When end hardening is specified, right or left-hand rails will be end hardened
and chamfered on the drilled end only and will be hot stamped "CH".
Rail 895
c. Blank rails will not be end hardened or chamfered at either end. (When blank
rails are ordered along with end-hardened rails, they may also be hot stamped "CH".)
6. Classification Markings
No rails furnished for butt welding will carry any classification stamping or painting
on the undrilled end faces. Blank rails will carry the classification paint marking on the
top of the head, on one end only, at least 3 ft from the end.
7. Loading
Insofar as practicable, all rails shipped for butt welding will be loaded separatei\
from rails supplied for bolted track.
Report on Assignment 2
Conditions Affecting Service Life of Rail, Causes
of Rail Failures and Defects
In Collaboration with AISI Technical Committee on Rail and Joint Bars
C. J. Code (chairman, subcommittee), B. R. Meyers, C. B. Bronson, L. S. Crane, W. J.
Cruse, R. A. Emerson, J. L. Gressitt, J. C. Jacobs, K. K. Kessler, Ray McBrian,
L. T. Nuckols, Embert Osland, W. C. Perkins, G. L. Smith, R. P. Winton.
The research work sponsored by this committee at the University of Illinois and
previously covered under the heading "Transverse Fissure Investigation" is being con-
tinued and is reported on by Professor R. E. Cramer, Appendix 2-a, under the title
"Investigation of Failures in Control-Cooled Rails". It is the thought of the committee
that this title more truly represents the work which is being carried on, since true
transverse fissures in control-cooled rail are now virtually a thing of the past.
The investigation of shelly rail at the University of Illinois, which is also being
carried on by Professor Cramer under the sponsorship of this committee, is included
as an appendix in connection with the report on Assignment 8.
The committee has under discussion with the rail manufacturers a proposal to change
the definition of so-called high-carbon rail. Art. 17, Par. (e) of the Rail specification,
so as to include as blue end rails those which are above the mean percentage in both
carbon and manganese. The manufacturers will submit a proposal on this subject, which
will then be referred to the Rail committee for consideration.
Two other minor changes in the rail specification are under discussion with the rail
manufacturers, as is the question of protective coating for track bolts.
The proposed specifications for 78-ft rail were submitted to the rail manufacturers
at a meeting in September, and they are expected to submit a counter proposal.
896 Rail
Appendix 2-a
Investigation of Failures in Control-Cooled Railroad Rails
By R, E, Cramer
Research Associate Professor of Engineering Materials, University of Illinois
Organization and Acknowledgment
This investigation is financed equally by the Association of American Railroads and
the American Iron and Steel Institute.
Student assistants D. L. Hare and W. B. Crum have worked for this investigation
on a part-time basis during the past year.
Control-Cooled Rails Which Failed in Service
Since October 1, 1953, reports have been prepared on 49 failed control-cooled rails
for the railroad engineers supplying the rails, and copies of the reports have been fur-
nished the rail mills and the director of engineering research, AAR, for the Association's
rail failure statistics.
Table 1 gives a summary of these failures. Table 2 lists each rail separately.
Table 1 — Summary of Rail Failures
Transverse fissures from shatter cracks 4
Transverse fissures from hot torn steel 16
Compound fissure from inclusion 1
Detail fractures from shelling 22
Fractures from welded engine burns 2
Engine burn fracture 1
Surface defect 1
Large head check 1
Web failure at stamped numbers 1
Total 40
Transverse Fissures from Shatter Cracks
Three of the transverse fissures from shatter cracks were in rails from the Algoma
Mill rolled in March 1941, December 1942, and January 1949. The fourth transverse
fissure from shatter cracks was produced at the Dominion Mill in August 1931. This
was the first rolling of control-cooled rails made by any steel mill.
Transverse Fissures from Hot Torn Steel
The transverse fissures from hot torn steel were in rails from the following mills
rolled in the years indicated.
Steelton— 1935, 1936, 1937, 1940, 1941, 1942 (2), 1948, 1951.
Inland— 1941, 1943, 1944 (2), 1946.
Lackawanna — 1944, 1947.
Failed control-cooled rails have been examined by the writer for 14 years. In that
time 150 failures from hot torn steel have been found, or an average of only about 11
per year. Fig. 1 shows a graph of the number of years these rails were in service before
failure. This information may be of value in determining when new rails should be tested
with a detector car.
Rail
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5 6 7 8 9 10 II 12 13
YEARS IN SERVICE BEFORE FAILURE
Fig. 1 — Failure record of 150 hot torn steel rails, 1940-1954.
Compound Fissure From an Inclusion
The compound fissure from an inclusion was interesting because the inclusion was a
very hard material which deformed when the rail was rolled. Fig. 2 shows both the
fissure and a photomicrograph of the inclusion at lOOX magnification. The nearly
square' indentations were made by a L56-deg diamond pyramid hardness tester. The
average diamond penetration hardness of the rail steel was 300, which conversion charts
show as Brinell hardness. The included material gave an average d.p.h. hardness of 1200,
which is far above the Brinell range of hardness. The included material has not been
identified.
Fractures from Welded Engine Burns
Fig. 3 shows etched sections of the two fractures from welded engine burns. Such
failures usually start as horizontal cracks at the lower edge of the weld deposited metal,
which appears white when the specimen is etched in ammonium persulfate solution.
The detailed fractures included in Table 1 will be discussed in another report on
shellv rail studies.
Laboratory Tests of Tigerbraze Rail Bonds
.Arrangements were made by G. M. Magee, director of engineering research, AAR,
for the .American Steel and Wire Company to furnish four specimens of a new type of
electric brazed rail bond for laboratory tests. Reports of previous tests on torch-welded
and thermit-welded rail bonds appear in the Proceedings, Vol. 51, 1950, pages 546 to
SSO, incl.
900
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Fig. 2 — Compound fissure from inclusion.
Top — Fracture showing fissure. Bottom — Photomicrograph showing inclusion and
hardness tests. Magnification lOOX. Etch 2 percent nital.
Rail
901
Fig. 3 — Two welded engine burns that failed. Etched in ammonium persulfate
solution. Note horizontal cracks under weld metal.
Metallographic and Hardness Tests
Fig. 4 shows one specimen as received. Fig. 5 shows a slice of the rail head through
the center of a bond etched with ammonium persulfate. It will be noted that there is
practically no heat-affected area on the rail head. Fig. 6 is the bond area at about 3X
magnification etched in 2 percent nital. It shows a s^-in thick martensite layer on the
rail head ajacent to the bond wire. Fig. 7 shows this bond area at lOOX magnification
etched with 2 percent with Tukon hardness tests converted to Brinell hardness readings.
The top area in Fig. 7 is the bond material with Brinell hardness of 207 to 344
at the weld. The martensite layer on the side of the rail head gave Brinell readings of
525 to 670. The lower area is the original rail steel structure with Brinell hardness of
244 to 286.
Charpy Tests
Three charpy specimens were cut from three different bonds and tested on un-
notched specimens with the martensite layer on the tension side of the specimens. These
tests, together with previous tests of torch-welded bonds and thermit-welded bonds as
published, are recorded in Table 3.
Table 3 — Charpy Tests — UN-NOxcnED Specimens
Description of Specimen
Torch-
Welded Bonds
Ft-Lb
Thermif-
Welded Bonds
Ft-Lb
Tigerbraze
Welded Bonds
Ft-Lb
7.1
3.9
.5.7
7.1
65.1
No. 2 bond area
51.6
No. 3 bond area,.
55.1
Average
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5.5
1.39
133
6.4
171
l(i8
57.3
154
No. 5 rail steel without bonds
145
Average ..... . .
136
169.5
149
It will be noted that the Tigerbraze specimens gave charpy test results about 10
times as high as the previously tested rail bonds.
902
Rail
Fig. 4 (Top) — Specimen as
received.
Fig. 5 (Above) — Slice through
rail bond. Etched with ammonium
persulfate.
Fig. 6 (Right) — Macrograph of
bond area. Magnification about
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Rail
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Etch 2 percent nital. Tukon tests converted to Brinell hardness.
004
Rail
Rolling Load Tests
Two specimens for rolling^load tests each had one Tigerbraze bond at the center
of the 7-in wheel path. These specimens were rolled in the cradle rolling-load machine
with the bond wire on the gage side. A wheel load of 50,000 lb was used, which ordinarily
produces a shelhng crack in standard rails between 800,000 and 1,200,000 cycles. The
results of these rolling-load tests, together with published results of other rail specimens
with welded bonds, are shown in Table 4.
Table 4-
-Results of Rolling-Load Tests in Cradle Rolling-Load
Machine, 50,000-Lb Wheel Load
Specimen
Cycles for Failure
Torch-
Welded Bonds
Thermit-
Welded Bonds
Tigerbraze
Welded Bonds
No. 1
1,128,000
1,020,000
1,579,000
1,440,000
3,551,000
No. 2 . _ , .
2,266,700
Average -
1,074,000
1,504,500
2,908,800
In previous rolling-load tests of rails with welded bond wires the rail usually failed
at the welds. Neither of these two specimens failed at the bonds but developed shelling
cracks about 2 in away from the welded bonds at a considerably higher number of cycles
than previous tests of welded bonds.
All laboratory tests of the Tigerbraze welded bonds gave results that were superior
to previously tested welded rail bonds.
Summary
1. Table 1 gives a summary of the causes of failure of 49 control-cooled rails.
2. Fig. 1 shows a graph of the number of years hot torn steel rails were in service
before failure developed.
3. Pictures are included of one compound fissure from an inclusion and two fractures
from welded engine burns.
4. Laboratory tests are described of Tigerbraze rail bonds which gave results that
were superior to previous tests of other kinds of welded rail bonds.
Report on Assignment 3
Rail Failure Statistics, Covering (a) All Failures; (b) Transverse
Fissures ; (c) Performance of Control-Cooled Rail
C. J. Code (chairman, subcommittee), F. W. Biltz, B. Bristow, C. B. Bronson, J. K.
Gloster, C. B. Harveson, N. W. Kopp, B. R. Mevers, L. T. Nuckols, Embert Osland,
G. L. P. Plow, J. G. Roney, I. H. Schram, S. H. Shepley, A. A. Shillander, H. F.
Whitmore.
These statistics present the rail failures reported to December 31, 1953, and are
submitted as information. They include the failures reported by 62 railroads on all of
their main-line railway mileage, which constitutes 90 percent of all of the main-line track
in the United States and Canada. This report was prepared by Kurt Kannowski, metal-
Rail 90S
lurgical engineer of the AAR Engineering Division research staff, under the direction
of G. M. Magee. director of engineering research.
The accompanying tables and diagrams have been prepared to indicate the extent
of control of the transverse fissure problem that has been obtained by the use of control -
cooled rail and detector car testing; to give data on the quality of each year's rollings
for the various mills; and to show the types of failures that are occurring on the various
railroads as related to the mill producing the rail.
Transverse Fissure Failures
The number of service transverse fissure failures, as shown by curves "A" and "C"
on Fig. 1, again show a decrease. Comparing the data of Table 1, we find for the 62
roads reporting that the service transverse fissure failures decreased from 1,^20 in 1QS2
to 1207 in 1953, a reduction of 8 percent. The detector car mileage reported by 59 roads
decreased from 227,6.^7.24 track miles tested in 1952 to 212,280.84 track miles tested in
1953. The above reduction in service failures, in spite of somewhat less detector car
testing, is indicative of the effect of control-cooled rail and previous testing in reducing
service failures. It is of interest to note that most roads decreased their transverse fissure
service failures. It will be noted that there was a considerable decrease (18 percent) in
the number of detected transverse defects, as is shown by curve "B", Fig. 1. This is
partially due to the decreases in detector car test miles (6 percent), but it is also indicative
of the benefit of control-cooled rail.
Table 2 has been prepared to give information on the number of detected transverse
fissures as contrasted with the number of total detected transverse defects. In this table
are included failures on 25 railroads tfiat break all detected defects and verify the type
of failure. The data in this table are also shown in Fig. 1, and it will be observed that
the detected transverse fissures have declined continuously since 1943. The amount of
this decline is more than would be expected from the tonnage of control-cooled rail now
in service. Replacement of heats of rail which have developed transverse fissures in
service, and the application of control-cooled rail to the heaviest traffic carrying trackage
no doubt explains the effectiveness obtained from the tonnage of control-cooled rail now
in use.
The Pennsylvania Railroad discontinued breaking rails for verification in 1949 and
its results are, therefore, available only for the preceding years.
Mill Performance
Figs. 2 and 3 are presented to show the quality of the rail from the various mills
for each year's rolling, as indicated by the failures which develop. Fig. 2, which gives the
failures during the first five years of service for all mills collectively, shows that the
failure rate has decHned steadily and substantially, and that for the 1948 rollings is the
lowest so far reported. This speaks well for improvements made in mill quality, rail design,
and railway maintenance practices.
The accumulated failures by mills and year of rolling given in Fig. 3 show that for
certain mills and certain years the failure rate has been considerably above normal. These
instances were explained in last year's report for rollings up to 1952. The 1952 rollings
show a high rate at only one mill — Lackawanna — and this was due to 26 "other head"
failures reported by the New York Central.
Table 3 shows there was a considerable decrease in the amount of rail laid in 1952.
The total tonnage of control-cooled rail laid, as reported from 1935 to date, is 17,717,626
tons, or 94,579.34 track miles. Assuming that most of this rail is still in main track,
906 Rail
this would indicate that about 40 percent of main track is now laid with control-cooled
rail.
Table 4 and Fig. 4 give the accumulated failure rate of all rollings of control-cooled
rail from 1943 to date. The shape of the curve in Fig. 4 is interesting in comparing the
failure rate with respect to years of service. The rate is low for the first 5 years, is about
10 times as great for the next 4 years, then drops back to a low rate the tenth year.
Whether this is a normal characteristic or due to difference in traffic conditions or mill
quality will be determined within the next several years.
Types of Failures
Tables 6 and 7 have been prepared to give information on the types of failures in
control-cooled rail. It will be noted from Table 6 that web failures within joint bar
limits and detail fractures are the 2 outstanding types of failures, representing 37 percent
and 35 percent, respectively, of all failures reported.
It is believed that the new rail sections having the upper web and fillet area
strengthened, in conjunction with the new bolt hole spacing and knowledge gained on-
cerning corrosion protection, will effectively control web failures both within and out-
side joint bar limits. A comparison has been made of the web failures that have been
reported in the old rail sections, and those reported in the new sections with the upper
fillets strengthened. In the comparison, the old sections were rails laid 1043 to 1947, to
include all web failures reported to December 31, 1947.
Old Sections
Year Track Web Failures
Laid Miles In Joint Others
1943 1760 217 273
1944 2273 169 2SS
1945 2215 24 19
1046 1848 4 0
1947 2009 1 0
Total 10105 415 547
The comparison on the new sections was made for rail laid 1948-1952, incl., to include
ail web failures reported to December 31, 1952.
New Sections
Year Track Web Failures
Laid Miles In Joint Others
1948 1720 11 2
1949 ' 1470 7 1
1950 1462 3 0
1051 1417 0 0
1952 1204 2 2
Total 7273 23 5
Although the service period is too short on the new sections for conclusive results,
the above comparison does give good reason to expect that measures already taken will
bring web failures well under control.
Because of the rather general use now being made of supersonic devices for detecting
bolt hole and rail end fillet cracks, Table 8 has been added this year to give data on
service and detected failures of this nature. This table shows the number of failures
(Text continued on page 926)
Rail
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914
Rail
TABLE 3 -TONS OF RAILS AND TRACK MILES OF EACH YEAR'S ROLLINGS 1943
REPORTED BY 64 RAILROADS.
Year
BRUNORIZED AND
Rolled
OH CONTROL COOLED ONLY
OTHER
PROCESS
TOTAL 1
TONS
TRACK MILES
TONS
TRACK MILES
TONS
TRACK MILES
1943
1,252,246
6,816.40
11,443
77. 24
1,263,689
6,893.64
1944
1,517,408
8,183.03
7,845
54. 12
1,525,253
8,237. 15
1945
1,487,946
7,951.68
0
0
1,487,946
7,951.68
1946
1,220,396
6,469.42
0
0
1,220,396
6,469.42
1947
1,393,935
7,236.28
0
0
1,393,935
7,236.28
1948
1,279,778
6,601.31
0
0
1,279,778
6,601.31
1949
1,140,253
5,966.41
0
0
1, 140, 253
5,966.41
1950
1,191,853
6,335.78
0
0
1,191,853
6,335.78
1951
1,117,510
5,908.58
0
0
1,117,510
5,908.58
1952
897, 278
4,796.63
0
0
897, 278
4,796.63
TOTAL
12,498, 603
66,265.52
19,288
131.36
12,517,891
66,396.88
SERVICE AND DETECTED FAILURES OF ALL TYPES EXCEPT ENGINE BURN FAILURES
ACCUMULATED FROM DATE ROLLED TO DECEMBER 31, 1953 PER 100 AVERAGE
TRACK MILES, CONTROL COOLED RAIL ONLY, LN ALL ROLLINGS, FROM ALL MILLS.
YEARS OF SERVICE
Year
Rolled
1
2
3
4
5
6
7
8
9
10
1943
3.4
8.4
1R.5
23.9
34.9
48.7
66. 1
90.0
103.7
108.8
1944
3.6
7.2
13.8
19. 4
33.3
46.1
61.2
84.6
105.5
1945
1.4
4. 1
8.6
15.7
28.8
43.9
65.8
87.4
1946
1.2
2.9
6.6
12.9
25. 1
41.0
57.8
1947
0.9
3. 1
6.5
13.6
25.5
39.6
1948
0.7
1.6
3.6
7.5
11.5
1949
1.7
4. 1
7.2
10.0
1950
3. 1
6.0
9.6
1951
2.0
3.4
1952
2.0
Rail
915
TRACK MILES AND 1953 FAILURES, ALL TYPES, IN ROLLINGS 1943 TO 1952, INCL. ,
OPEN-HEARTH CONTROL-COOLED RAIL ONLY
ROAD
TRACK
MILES BY MILL
1953 FAILURES ONLY |
ALG
CARN
COLO
DOM
GARY
INLD
LACKA
STLTN
TENN
TOTAL
EBFS EXCL
EBFS ONLY
AT&SF
2935
1142
170
4247
135
0
ACL
101
7 20
1177
1998
283
0
B&O
1053
344
10
212
684
2303
150
89
B&OCT
19
27
46
0
0
Ban & AroQB
3
167
170
0
0
B&LE
110
110
2
1
Bos «.■ Alb
4
178
182
2
0
B&M
105
137
103
345
29
1
CP
4841
643
IfiO
5644
321
0
CofGa
414
414
12
0
CtO-Ches
80
1031
571
66
139
1887
113
27
E Regn
C&O-PM
76
234
107
63
480
1
0
C&EI
204
37
241
18
7
C&NW
842
177
15 2
1171
45
1
CB&Q
1216
955
172
2343
51
0
CI&L
117
36
153
0
0
CMStP&P
1512
419
1931
3
0
CRI&P
244
1117
333
1R94
16
0
CCC&StL
738
59
37
834
176
5
-P&E
C&S
182
182
2
4
D&H
318
318
47
0
D&RGW
•
514
514
42
0
Erie
700
279
26
132
1137
11
4
FEC
29
90
488
607
5
2
GTW
359
93
71
523
18
0
GN
270
798
249
256
1573
83
0
IC
1520
603
283
2406
61
3
IHB
17
17
0
0
JCL
176
176
0
0
KCS
357
49
406
4
0
L&HR
30
30
0
0
L&NE
52
52
0
0
LV
3i3
333
1
0
L. L
121
121
0
0
L&N
197
1620
1817
131
9
Me. Cea
103
103
1
0
MStP&S3«
244
169
102
515
10
1
MKT
104
467
103
674
10
1
MPRR
1027
519
164
1710
18
0
MP Lines
454
210
664
4
4
NC&StL
4
549
553
29
0
NY&LB
22
22
0
0
NYC-E
62
1305
1367
590
5 !
916
Rail
TABLi. 5 - CONTINUED
ROAD
TRACK MILES BY MILL
1953 FAILURES ONLY |
ALG
CARN
COLO
DOM
GARY
rNLC
lACKA
STLTN
TENN
TOTAL
EBFSEXCL
EBfS ONLY
NYC-W
620
37
59
716
177
2
NYC&StL
184
505
110
231
1030
186
1
NYNH&H
181
321
502
38
7
NYO&W
9
9
2
0
N&W
984
384
1368
141
14
NP
508
539
89
268
1404
55
3
PRR
1213
452
97
1272
3034
747
93
P&LE
Ififi
166
121
2
Reading
540
540
3
0
RF&P
180
180
257
U
Rutland
4
4
0
0
StL-SF
10
51
800
861
28
0
SAL
3
946
548
1497
17
U
SP
3fi35
3635
460
100
Southern
107
830
1168
2105
• 67
3
T&NO
fi93
101
794
18
1
T&P
568
99
667
0
0
UP
2377
849
130
3356
2231
2
Va
86
139
225
18
0
WMd
147
216
363
57
0
TOTAL
4917
5145
14727
643
16147
4105
3878
7450
7457
64469
7047
392
Rail
917
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eg
00
fa
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fa
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in
OS
C~
00
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CM
<
u
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■*
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CO
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CM
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O
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K
"c"
fa
fa
o
■^
in
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CTJ
CD
C5
<— I
t-
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in
H
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fa
z
a
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2
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fa
O
fa
o
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2
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S
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5
z
t
H
fa
fa
fa
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CO
fa
2
CO
►J
fa s
5 K CO
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a
K
hJ
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fa
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fa
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a
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H
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fa - ?H
918
Rail
TABLE 7 -ACCUMULATED FAILURES OF ALL TYPES OF OH CONTROL COOLED RAIL ONLY, IN
ROLLINGS 1943-1952, INCL. , ACCUMULATED TO DECEMBER 31, 1953, SEGREGATED BY ROADS
AND MILLS, FROM TABLE 6, EXCLUSIVE OF ENGINE BURN FRACTURES SHOWN SEPARATELY
FOR 1952 ONLY AND TOTAL ACCUMULATED 1944-1953, INCL.
;^OADS
TF
Ver
CF
&
VSH
HSH
Other
Broken
Web
Base
FAILURES TOTALS |
EBFs Excl.
EBFs Only |
In
Aceuni.
1 953
1944
1953
uon
DF
Head
JL
Other
Total
1953
ALGOMA
CP
■i
9
274
12
269
121
452
49
U15
2305
272
0
0
C&O-PM
U
0
2
0
0
0
0
0
1
3
A
0
0
TOTAL
4
9
276
12
269
121
452
49
1116
2308
272
0
0
carneqe'
ACL
0
U
0
0
0
0
17
1
0
18
18
0
0
Ban&Aroos
0
0
0
0
0
0
0
0
0
0
0
0
0
B&O
0
66
29
16
32
12
163
92
1
411
69
109
36
B&LE
0
1
0
2
0
0
0
0
0
3
2
1
1
B&M
4
4
1
0
15
2
2
24
1
53
9
0
0
C&O-Ches.
0
2
0
0
0
0
2
0
0
4
0
2
0
Erie
0
20
1
2
1
2
0
5
1
32
8
14
3
FEC
0
0
0
0
0
0
0
0
0
0
0
0
0
NYC&StL
0
4
4
11
20
20
170
12
0
241
74
3
0
nynh&h
0
14
5
14
2
4
33
5
0
77
31
7
1
N&W
0
299
5
19
26
U
72
35
5
461
105
24
11
PRR
0
50
6
16
16
12
801
204
1
1106
lis
340
66
P&LE
0
9
2
1
U
0
361
5
0
378
121
17
2
SAL
0
0
0
0
0
0
0
0
0
0
0
0
0
Va
0
13
0
2
0
15
0
10
0
40
2
0
0
WMd
1
2
2
0
0
19
0
4
0
28
27
0
0
TOTAL
5
484
55
83
112
86
1621
397
9
• 285 2
584
517
120
COLORADO
ATfrSF
0
145
38
79
17
11
136
8
2
436
123
0
0
CB&Q
0
1
8
12
13
5
176
23
1
239
16
2
0
CRI&P
0
0
6
0
6
24
3
U
2
41
2
0
0
c&s
0
0
0
0
2
0
0
0
0
2
2
4
4
D&RGW
0
193
12
20
6
1
15
1
0
248
42
0
0
gn
0
0
1
0
3
0
1
0
0
5
2
0
0
MKT
0
0
2
3
1
0
0
2
0
8
2
0
0
MP RR
0
^
31
7
28
4
57
21
0
155
10
0
0
MP Lines
0
0
8
3
4
7
13
2
3
40
4
10
4
np
0
0
0
3
27
3
6
7
0
46
19
6
1
SP
0
156
199
347
231
33
286
421
10
1683
460
1S5
100
T&NO
0
6
6
16
5
0
1
50
0
84
14
1
1
T&P
0
0
3
0
1
1
10
0
0
15
0
0
0
UP
u
5735
69
98
225
0
IS
93
0
6238
1865
1
0
TOTAL
u
6243
383
588
569
89
722
628
18
9 240
2561
209
110
Rail
919
TABLE 7 - CONTINUED
ROADS
TF
Ver
CF
&
VSH
HSH
Other
Broken
Web
Base
FAILURES TOTALS 1
EBFs
Excl.
EBFs
Only
In
Accum.
1953
1944
1953
Uofl
DF
Head
Jt
Other
Total
1953
DOMINION
CP
0
0
14
2
8
4
46
7
11
92
37
0
0
TOTAL
0
0
14
2
8
4
46
7
11
92
37
0
0
GARY
AT&SF
0
0
4
6
5
5
24
0
0
44
12
0
0
B&O
0
0
7
1
4
1
49
7
3
72
11
54
20
B&OCT
0
0
0
1
0
0
1
0
0
2
0
0
0
Bos&Alb
0
0
0
0
0
0
2
0
0
2
0
0
0
C&O-Ches
2
208
5
3
8
8
53
24
0
311
45
115
21
C&O-PM
0
0
5
1
2
0
0
0
0
8
1
0
0
C&EI
0
0
4
4
13
5
28
4
0
58
15
4
3
C&NW
0
9
5
3
30
46
346
5
4
448
25
2
1
CB&Q
0
0
12
9
5
0
31
8
0
65
14
1
0
CI&L
0
0
1
0
0
1
0
0
0
2
0
0
0
CMStP&P
0
1
0
0
1
41
1
3
2
49
2
0
0
CRI&P
0
0
4
7
7
56
6
3
11
94
12
0
0
CCC&StL
0
5
9
8
32
2
535
57
1
649
176
11
5
Erie
0
18
0
0
0
1
4
2
1
26
2
1
1
GTW
1
1
9
0
4
46
16
0
19
96
15
0
0
GN
0
260
6
3
132
18
37
10
1
467
59
2
0
IC
0
24
18
12
4
6
68
9
3
144
28
11
2
KCS
0
12
2
3
1
2
0
1
1
22
3
6
0
L&N
0
8
1
1
1
0
4
3
0
18
1
0
0
MStPSSSM
0
0
5
0
1
7
0
1
6
20
4
0
0
MKT
0
0
6
3
13
0
11
5
0
38
4
1
1
MP RR
0
0
2
2
2
4
158
5
2
175
7
0
0
NC&StL
0
0
1
0
2
0
1
1
0
5
0
0
0
NYC-E
0
31
1
2
0
0
21
0
0
55
13
1
0
NYC-W
0
32
4
0
14
1
600
0
2
653
175
19
2
NYC&StL
0
8
3
5
22
4
318
29
1
390
83
2
0
NP
0
0
7
2
8
7
15
8
2
49
19
1
1
PRR
0
6
2
1
1
6
685
38
1
740
329
11
6
StL-SF
0
0
0
0
2
0
0
1
0
3
0
0
0
Southern
0
1
0
0
2
2
1
2
1
9
0
1
0
UP
0
628
6
7
45
0
6
38
2
732
281
2
2
TOTAL
3
1252
129
84
361
269
3021
264
63
5446
1336
245
65
920
Rail
TABLE 7 - CONTINUED
ROADS
TF
Ver
CF
&
VSH
HSH
Other
Broken
Web
Base
FAILURES TOTALS
EBFs Excl.
EBFs
Only
In
Accum.
1953
1944
1953
Uon
DF
Head
Jt.
Otiier
Total
1953
INLAND
AT&SF
0
1
0
0
0
U
0
0
0
1
0
0
0
B&O
0
0
1
0
0
0
0
0
0
1
0
0
0
B&OCT
0
0
0
0
0
0
0
0
0
0
0
0
0
C&O-Ches
3
201
6
1
3
18
30
8
1
271
35
22
6
C&O-PM
0
2
2
1
0
0
0
0
1
6
0
0
0
C&EI
0
0
3
0
2
0
3
0
0
8
3
7
4
C&NW
u
8
8
4
5
17
101
2
5
150
16
0
U
CB&Q
4
2
1
1
2
2
20
1
0
33
21
0
0
CI&L
0
0
0
0
0
0
0
0
0
0
0
0
0
CMStP&P
1
0
3
1
1
39
1
2
2
50
1
0
0
CRI&P
0
0
0
1
3
15
2
0
2
23
2
0
0
CCCSStL
0
0
0
0
0
0
0
0
0
0
0
0
0
Erie
0
0
0
0
0
1
0
1
0
2
0
0
0
GTW
0
0
1
0
3
16
3
0
5
28
2
0
0
GN
0
0
3
1
8
0
2
0
1
15
8
0
0
IC
0
20
9
0
0
3
49
4
2
87
28
2
1
IHB
0
0
0
0
0
0
1
1
0
2
0
0
0
KCS
0
1
0
0
0
0
0
3
0
4
1
0
0
MStPSBSM
0
0
1
0
0
9
0
3
4
17
1
0
0
MKT
0
1
3
2
4
0
4
3
0
17
4
1
0
MPRR
0
1
4
1
0
0
3
1
0
10
1
0
0
NYC-W
0
0
0
0
0
0
1
0
0
1
0
0
0
NYC&StL
0
0
2
0
2
2
90
8
1
105
20
0
0
NP
1
0
0
0
3
0
1
0
0
5
5
1
1
PRR
0
1
0
3
0
3
152
52
0
211
13
6
0
StL-SF
0
0
0
1
0
0
0
0
0
1
1
0
0
UP
0
154
1
1
2
1
0
1
0
160
85
0
0
TOTAL
9
39 2
48
18
38
126
463
90
24
1208
247
39
12
LACKAWANNA
B&O
0
2
21
0
1
2
46
17
0
89
23
33
7
Bos&Alb
0
1
2
0
0
0
15
0
3
21
2
0
0
B&M
9
16
4
0
21
4
2
0
2
58
15
1
1
CP
0
0
10
3
23
0
3
2
37
78
12
0
0
C&O-Ches
1
14
0
0
1
0
0
2
0
18
9
0
0
C&O-PM
0
0
0
0
0
0
0
0
0
0
0
0
0
C&NW
0
0
0
2
5
3
3
0
8
21
4
0
0
CCCSStL
0
0
1
0
6
1
21
10
0
39
0
0
0
Erie
0
17
0
0
0
2
0
2
1
22
1
0
0
GTW
0
0
27
0
2
5
1
0
3
38
1
0
0
GN
0
10
2
1
53
0
13
2
6
87
14
0
0
LV
0
4
0
0
0
1
0
0
13
18
1
0
0
Me. Cen.
0
0
1
0
4
0
30
4
0
39
1
0
0
MstP«fiSM
0
0
1
0
0
18
0
1
6
26
5
2
1
NYC-E
3
103
8
18
38
12
2378
2
13
2575
577
17
5
NYC-W
0
1
0
2
1
0
4
0
1
9
2
1
0
NYC&StL
3
3
0
1
6
6
44
7
1
71
9
1
1
NYO&W
0
0
0
0
0
0
2
0
0
2
2
0
0
NP
0
1
0
0
2
21
6
2
18
50
12
0
0
Rutland
0
0
0
0
0
0
0
0
0
0
0
0
0
TOTAL
16
172
77
27
1R3
75
2568
51
112
3261
690
55
IS
Rail
921
TABLE 7 - CONTINUED
ROADS
TF
Ver
CF
&
VSH
HSH
Other
Broken
Web
Base
FAILURES
TOTALS
EBFs Excl.
EBFs Only
In
Other
Accum
1953
1944
1953
Uofl
DF
Head
Jt.
Total
1953
STEELTON
ACL
0
0
0
0
0
0
35
3
1
39
37
0
0
B&O
5
78
12
7
4
3
53
37
2
201
47
92
26
BanSAioos
0
0
1
0
0
1
0
0
0
2
0
0
0
B&M
1
9
4
2
12
4
2
0
1
35
5
0
0
C&O-Ches
2
147
4
2
3
0
6
6
0
170
24
4
0
D&H
0
180
2
10
6
7
6
14
0
225
47
5
0
FEC
0
1
0
1
0
0
0
0
0
2
0
1
0
JCL
0
0
0
0
0
0
1
1
0
2
0
0
0
L&NE
0
0
0
0
0
0
2
11
0
13
0
0
0
L&HR
0
0
0
0
0
0
0
0
0
0
0
0
0
LI
0
0
0
0
0
0
0
0
0
0
0
0
0
NY&LB
0
0
0
0
0
0
0
0
0
0
0
0
0
NYNH&H
2
16
1
3
0
1
7
0
0
30
7
11
6
N&W
1
128
0
3
11
0
28
9
1
181
36
5
3
PRR
0
519
4
15
27
38
812
1
0
1416
287
152
21
Reading
0
1
0
0
0
2
1
5
0
9
3
1
0
RF&P
1
130
2
1
3
0
252
0
0
389
257
3
0
SAL
0
0
6
0
0
9
3
3
0
21
6
0
0
Southern
1
17
0
0
2
21
6
0
0
47
15
18
0
Va
2
51
2
2
0
21
5
12
2
97
16
0
0
WMd
4
6
2
2
1
16
0
5
0
36
30
0
0
TOTAL
19
1283
40
48
69
123
1219
107
7
2915
817
292
56
TENNESSEE
ACL
0
2
7
12
2
2
249
14
3
291
228
16
0
CofGa
1
8
6
17
11
6
63
4
10
126
12
14
0
FEC
0
13
0
5
0
1
6
0
0
25
5
13
2
IC
0
14
15
3
0
4
35
3
1
75
5
0
0
L&N
0
304
57
205
21
31
284
43
13
958
130
25
9
MP Lines
0
0
0
0
0
0
1
0
0
1
0
0
0
NYCSStL
0
27
36
74
101
15
101
33
7
394
29
0
0
StL-SF
0
23
11
13
19
17
4
17
0
104
27
0
0
SAL
0
0
5
7
0
7
7
2
2
30
11
0
0
Southern
0
2
4
8
70
107
24
11
7
233
52
20
3
T&NO
0
0
0
0
1
0
0
3
6
10
4
0
0
T&P
0
1
0
1
1
2
8
0
1
14
0
0
0
TOTAL
1
394
141
345
226
192
782
130
50
2261
503
88
14
ALL MILLS
57
10229
1163
1207
1815
1085
10894
1723
1410
29583
7047
1445
392
922
Rail
Q
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926 Rail
found in 1953 in rail of 100 lb per yard or over, separated between that rolled prior and
subsequent to 1937. The data are also shown separately for service and detected failures,
and for bolt hole and other web cracks.
This table shows that 17,113 rails, equivalent to 63.5 track miles, were removed in
1953 because of this type of failure. A few large roads have reported the majority of the
failures. It is interesting to note that several moderate size roads have reported very few
failures of this type.
If, as is indicated, the cause of web failures has been corrected by measures now
taken, this leaves detail fractures from shelling as the principal remaining rail problem.
All failures in control-cooled rail that are thought to be transverse iissures are sent
to the University of Illinois for verification by Prof. R. E. Cramer as a part of the
cooperative Rail Failure Investigation sponsored jointly by the AAR and the AISI.
Table 9 has been prepared by Prof. Cramer to show the results to date of his examina-
tion of such rails. It will be noted that most of the failed rails sent to him were found
to be transverse fissures from hot torn steel (a condition found to result from reheating
blooms to too high a temperature). No transverse fissure from improper control-cooling
has been reported in rail rolled in United States mills since 1939, a very remarkable
record.
Report on Assignment 4
Rail End Batter : Causes and Remedies
K. K. Kessler (chairman, subcommittee), C. J. Code, B. R. Meyers, A. P. Talbot, E. L.
Anderson, B. Bristow, R. M. Brown, B. Chappell, W. J. Cruse, J. K. Gloster, R. L.
Groover, J. C. Jacobs, L. R. Lamport, C. C. Lathey, H. S. Loeffier, E. E. Mayo,
E. E. Oviatt, G. L. P. Plow, G. W. Powrie, R. B. Rhode, J. G. Roney, J. C. Ryan,
G. L. Smith, R. P. Winton, J. E. Yewell.
This is a progress report, presented as information.
Work has been started at the AAR Research Center on the evaluation of various
welding methods and rods in the repair of battered rail ends.
Matched rail ends of 131 RE section having 0.030-in to 0.040-in batter have been
repaired in duplicate by the following methods:
1. Welding Procedure Used
A. Acetylene Welding.
1. Use one manufacturer's rod; no grinding; no preheating; no post heating or
quenching.
2. Use same rod as in 1; prepare weld area by grinding; no preheat except as
required for welding; finish with flatter; no post heat or grinding.
3. Use the same procedure as in 2, except finish by means of grinder rather than
a flatter.
2. Test Procedures to be Used
A. Equipment.
1. 12 -in stroke rolling-load machine.
2. 30,000-lb wheel load.
3. New oversize head-contact joint bars or headfree joint bars which give a good
fishing surface fit.
4. l^-in joint gap and 15,000-Ib bolt tension.
Rail 927
B. Tests.
1. Make tests in duplicate.
2. Number of cycles to be determinerl by amount of batter, probabl\ to 0.040 in
at 3^ -in point.
3. Take top of rail profile at start and at suitable intervals.
4. Metallurgical Tests
(a) Take Brinell hardness tests on each rail end about 1 in from end before
and after rolling-load lest.
(b) Make macrographs on transverse sections.
Report on Assignment 5
Economic Value of Various Sizes of Rail
A. A. Shillander (chairman, subcommittee), E. L. Anderson, W. J. Burton, B. Chappell,
C. J. Code, R. A. Emerson, P. O. Ferris, W. H. Hobbs, J. C. Jacobs, N. W. Kopp,
W. B. Leaf, E. E. Mavo, B. R. Mevers, Embert Osland, R. E. Patterson, G. A.
Phillips, R. B. Rhode, J. G. Ronev, J. C. Rvan, J. F. Shaffer, W. D. Simpson,
A. P. Talbot, J. S. Wearn.
Your committee submits the following report of progress as information. It is a
continuation of maintenance charges in Study A for last year, computed to show average
of 10 years.
Study A
Result of Study of Illinois Central Railroad Northward Track Mattoon
TO Savoy, III. Test Sections of 112-Lb and 131-Lb Rail
112-Lb Rail 131-lb Rail
M.P. 163.08 to M.P. 172.73 (Laid in 1942) M.P. 132.00 to M.P. 152.24 (Laid in 1944)
M.P. 152.24 to M.P. 163.68 (Laid in 1943) (Station 11224 + 95 to Station 112Q3-|-98)
(Station 10142 + 58 to Station 11224 + 95) Total track miles maintained
Total track miles maintained (106,747 track feet) 20.21
(108,173 track feet) 20.48 No. turnouts maintained 21
No. turnouts maintained 18 No. railroad crossings maintained ... 3
No. railroad crossings maintained ... 1 No. public grade crossings maintained. 22
No. public grade crossings maintained. 22 No. Private grade crossings main-
No. private grade crossings main- tained 6
tained 2 Joint bars 36 in
Joint bars 24 in Tie plates 13 in by 7'4 in
Tie plates 11 in by 7^4 in
Removed 8.05 track miles 7-1-53
Removed 4.03 " " 6-1-54
Remaining 8.40 " "
928
Rail
Both Test Sections Computed at 1944 Prices
Average Annual Traffic Density— 28,000,000 Gross Tons
Rail and Other Track Material
Gross cost
Less est. salvage
Net cost
Total cost to lay
Total cost to place
Estimated life — years ^
Annual Cost
Rail and other track material-
Laying
♦Interest at 6%
Total annual cost
Percent decrease in investment cost-
I nvcslment Charyes Per Mile
113 Lb
$12,643
Cr. 4,284
8,359
1.338
9.697
15
557
89
839
$1,485
$14,413
Cr. 5,011
9,402
1,473
10.875
25
376
59
953
$1,388
Cr. 6.5
*On gross outlay for material and labor.
Comparison of the Test Sections — Labor and Materials
ll$-Lb Rail
131-Lb Rail
Year
Man-
Hours
Cross
Ties
Sivitch
Ties
Ballast
Cu Yd
Rail
Fail-
ures
Year
Man-
Ho urs
Cross
Ties
Switch
Ties
Ballast
Cu Yd
Rail
Fail-
ures
1942
1943
1944
49,427
8,165
13,842
23,046
12,746
19,855
31,106
13,818
12,277
11,406
14.148
102
4.665
8,221
4,101
3,671
10,687
3,466
952
451
3- # 10-0
l-#15-0
l-#i5-6
3- #10^
2- #10-0
12,419
337
4,958
11,450
5,400
5,800
. 8,350
3,160
3,850
2,135
"l"
_____
9
5
1944
1945
1946
1947
1948
1949
19.50
1951
1952
1953
52 . 742
2,643
7 , 582
15,137
5,961
13 , 570
32,995
12,333
22,734
21,875
21,5.55
5- #10-0
13.102
600
2,. 300
6.100
3 . 7.50
2.350
6.840
1,050
6,100
2,415
1945
1946
1947
1948
1949
1950
1951
1952
91
3.478
764
200
8,083
1.193
1,243
2,792
i-'#i6-6
1- # 10-0
3- #10-0
2- #10-0
Total
195,688
50.464
57,859
187,572
39 , 399
44,607
Average of 10 Years
Maintenance Charges Per Mile
Annual Cost
112Lb
20.48 Mi
956
$1,013
246
$ 656
316
$ 2,56
$1,925
Percent-
age
131 Lh
20.66 Mi
(T)
Percent-
age
Savings
by Use of
131 Lb
Percent-
age
908
$ 962
191
$ 509
242
$ 196
$1,667
48
$ 51
55
$147
74
$ 60
$258
_- 13.4
Cost at SI. 06
52.6
57.7 +
19.8
Cost at $2.67
34.1
30.5 +
56.9
Cost at $.81.-- -
13.3
100.0
11.7 +
99.9 +
23.3
Total maintenance .. „ _
100.0
$1,485
$3,410
$1..388
.$3,055
Total cost
$355
10.4
(T) Adjusted for additional turnouts and crossings. Prices are the average of lOJyears.
Rail 929
Summary
Both rails, except the 112-lb removed, are in good condition; however, the 131 -lb
appears to be better in straightness, and to have less wear and a better joint condition.
The joint bars on the 112-lb show considerable wear and will be replaced by reformed or
new bars.
The original estimate of service Ufe in first location, anticipating 15 years for 112-lb
and 25 years for 131 -lb, has been carried through this report, however, present indica-
tions are that some revision of this anticipated Hfe may be necessary in future reports.
Eight miles of 112-lb. in which joint packing had been installed, were removed on
account of an excessive number of bolt hole failures. Four miles of 112-lb, in another
stretch of track, were removed on account of damage b\ engine burns. There remain,
therefore, only 8.40 miles in track.
.All of the 131 -lb is in track as laid.
It is worth special notice that the greatest saving through the use of 131 -lb rail
is in ties. This is likely due to the use of longer and heavier joint bars and tie plates with
this rail, and to the greater rigidity of the rail itself.
Report on Assignment 6
Service Tests of Various Types of Joint Bars
T. A. Blair (chairman, subcommittee), W. J. Burton, B. Chappell, L. S. Crane, C. J.
Code, J. C. Jacobs, J. C. De Jarnette, P. O. Ferris, R. L. Groover, K. K. Kessler,
X. W. Kopp, W. B. Leaf, H. S. Loeffler, E. E. Mavo, B. R. Mevers, E. H. McGovern,
Embert M. Osland, G. A. Phillips, G. L. P. Plow, E. F. Salisbury, J. F. Schaffer,
S. H. Shepley. G. L. Smith, J. S. Wearn, R. P. Winton.
This is a progress report, presented as information. The field work, analysis of data,
and report of the measurements covered in this report were carried out by Kurt Kan-
nowski, metallurgical engineer, and other members of the Engineering Division research
staff of the Association of American Railroads, under the direction of G. M. Magee,
director of engineering research.
Description of 1948 Service Installations
The report of the committee in 1949 described the two service installations of various
types of joint bars for the new 115 and 132 RE rail sections. Subsequently, at the request
of the Rail Joint Company, an additional joint bar design of the long-toe or angle-type
was added to each of the two installations. The service test sections of 132 RE joint bars
are located on the eastbound main track of the Atchison, Topeka & Santa Fe Railway,
100 miles west of Chicago. Each test section is ^2 mile in length, all located on tangent
track. The test installation includes the following different test sections:
Location V — 132 headfree, 36 in, 6-6-7J^-6-6 in, new AREA punching, 6-hole
bars, placed in August 1948.
Location W — 132 RE headfree, 36 in. 9-9^8-9 in punching, 4-hole bars, placed
in August 1948.
Location X— -132 RE headfree, 36 in, 6^-6^-5 !^8-6H-6^ in> old AREA punch-
ing, 6-hole bars, placed in August 1948.
Location Y— 132 Rail Joint Co., K-42, headfree, 36 in, 65^-6^-5 ^-6>^-6i^ in,
old AREA punching, 6-hole bars, placed in March 1949.
930 Rail
Location Z— 132 Rail Joint Co., K-44, headfree, long-toe design, 39 in, 6i^-65^-
5^-634-6% in, old AREA punching, 6-hole bars, placed in March 1949.
It will be observed from the above that this test installation for 132 RE rail includes
;i comparison of three different designs of joint bars, and in the case of the new AREA
head-free joint bar includes three different bolt hole spacings. Fig. 1, page 572 of AREA
Proceedings, Vol. 51, IPSO, shows the exact location of each test section, tied into mile
posts and highways, and includes the designation letter and description of each.
In October 1948 measurements were made of rail surface profile, joint camber and
out-to-out distances of bars on locations V, W and X to provide base measurements for
determining the rate of rail-end batter, joint droop, and fishing surface wear. Correspond-
ing measurements were made at location Y and X in May 1949 and October 1949,
respectively. Complete measurements were made in July 1950, June 1951, May 1953, and
May 1954. The results of all of these tests are shown on Figs. 1, 2 and 3. In order to
avoid confusion on Fig. 3 the measurements of May 1948, June 1951 and May 1954 are
shown. At the time of the May 1954 measurements the test track had carried 93 million
gross tons of traffic during the test period.
The test sections of the new 115 RE rail were installed on the westbound main
track of the Chicago & North Western Railway near Sterhng, 111., 106 miles west of
Chicago, on the Omaha line. Each test section includes 100 joints and is approximately
2000 ft long. Location EE, the long-toe or angle-bar design, was added in May 1949,
the other sections having been placed in November 1948. This test installation now
includes the following sections, all on tangent track.
Location AA— 115 RE headfree, 36 in, 9-9J^-9 in punching, 4-hole bars.
Location BB— 115 RE headfree, 36 in, 6-6-7^-6-6- in, new AREA punching,
6-hole bars.
Location CC— 115 R. J. Co., K-22, headfree 36 in, 6-6-7^/^-6-6 in, new AREA
punching, 6-hole bars.
Location DD— 115 R. J. Co., K-4, headfree, 36 in, 6-6-7i/^-6-6 in, new AREA
punching, 6-hole bars.
Location EE— 115 R. J. Co., K-24, headfree, long-toe design, 39 in, 6-6-7^^-6-6
in, new AREA punching, 6-hole bars.
The designation letters for locations AA to DD are the reverse of the order given
in the report of 1949. This change was made after location EE was added to have the
sections in alphabetical order in track.
It will also be noted that the above includes four different designs of joint bars and
also includes for the new 115 AREA headfree design a test section with the new AREA
punching and a test section with a 4-ho!e punching for a 36-in length bar. Fig. 2 on page
573 of AREA Proceedings, Vol. 51, 1950, shows mile posts, highways, designation letters,
and joint bar description relative to each test section. Measurements of rail surface
profile, joint camber, and out-to-out distances of bars were made in May 1949, May
1950, May 1951, June 1953 and June 1954. The results of these measurements are shown
on Figs. 4, 5 and 6. On Fig. 6 the measurements of May 1949, July 1952 and June 1954
are shown only in order to avoid confusion. At the time of the June 1954 measurements,
the test track had carried 108 million gross tons of traffic during the test period.
(Text continued on page 937)
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-Traffic
Legend
-• May 49
-• July '52
-o Jane 54
Note. Comber readings ore ttie G^/eroge of 30 joints eacti of No'-th
ond South rail of all test locofions. token l/2 in. from rail ends.
Fig 5 - Top of Rail C amber in 3 4 1/2 in., C ft N W Ry. 194 9 to 195 4
Q36
Rail
saqoui ui uoi(Da3i3
Rail Qj-
Discussion
The performance of the different types ot joint bars, as shown by Figs. 1 to 6, has
been normal to date. In general, the decrease in out-to-oul distance, shown in Figs. 1
and 4, for the bottom of the bars seems to be following a trend of a constant rate per
year, with occasional variations one way or the other. Since the bars are all of the head-
free type, most of the pull-in occurs at the bottom of the bars.
On the Santa Fe test the RE design bars show a greater amount of pull-in than the
K44 or K42 designs. Much of this is due to the fact that the RE bar measurements
represent a year longer service compared to the K44 bars, and 8 months longer service
compared to the K42 bars. The RE bars showed a greater than normal amount of pull-in
this year. It will be interesting to see if this continues or is merely a variation from the
general trend that will compensate next year.
With respect to joint droop, on the Santa Fe test there is no significant change in any
of the test sections. Generally, the tendency is toward a joint hump rather than a droop.
On the C&NW test, the RE bars are showing this same humping tendency, whereas the
K4 and K22 bars are showing some droop, especially at the receiving rail end.
The rail surface profile for all of the test sections looks very good. On the Santa Fe
test, location X and the south rail of locations Y and Z have the least amount of batter.
Location W. with the 4-hole bars, has somewhat more batter and humping than the
other sections, but its performance is still good.
On the C&NW test installation, the amount of batter is about the same for all test
sections. The K4 and K24 sections have low profiles, whereas all of the others are high.
This is largely due to the initial camber of the bars when new.
Conclusions
After six years of service all of the test sections are showing excellent performance
and there is no significant difference in the performance of any of them.
Report on Assignment 7
Joint Bar Wear and Failures; Revision of Design and Specifications
for New Bars, Including Insulated Joints and Bars
for Maintenance Repairs
Embert Osland (chairman, subcommittee), T. A. Blair, W. J. Burton, C. J. Code, L. S.
Crane, J. C. Dejarnette, J. L. Gressitt, R. L. Groover, W. H. Hobbs, S. R. Hursh,
L. R. Lamport, E. E. Mavo, E. H. McGovern, B. R. Mevers, G. A. Phillips, G. L. P.
Plow, J. C. Ryan, I. H. Schram, J. F. Shaffer, S. H. Shepley, A. P. Talbot, H. F.
Whitmore.
This is progress report, submitted as information.
The principal work on the assignment during the past year has been the continuation
of the rolling-load tests of joint bars being conducted at the University of Illinois under
the direction of Professor R. S. Jensen. The results of these tests are submitted in
Appendix 7-a.
038 Rail
Appendix 7-a
Thirteenth Progress Report of the Rolling-Load Tests
of Joint Bars
By R. S. Jensen
Research Assistant Professor of Engineering Materials, University of Illinois
Introduction and Acknowledgment
This report covers tests of joint bars conducted during the past year in the Talbot
Laboratory, University of Illinois, as a part of the work of the Engineering Experiment
Station in cooperation with the American Railway Engineering Association's Committee
on Rail under Assignment 7 — Joint bar wear and failures ; revision of design and specifica-
tions for new bars, and bars for maintenance repairs. Embert Osland, office engineer,
Atchison, Topeka and Santa Fe Railway, is chairman of the subcommittee for this
assignment. The work is sponsored and financed by the Association of American Railroads.
Acknowledgment is made of the services of James Bryant and Elmer Hunt,
mechanicians in the Talbot Laboratory shops.
Testing Machines and Test Specimens
Joint bar tests were made in three 33-in stroke rolling machines similar to the one
described in the Proceedings, Vol. 40, 1939, page 649. The dimensions of the test joint
and method of loading are described in the Proceedings, Vol. 44, 1943, page 587. In all
tests, the maximum bar bending stresses are obtained with the wheel load at the joint gap
and are 50 percent in value and reversed in sign with the wheel load at the cantilever end
of the stroke. The criterion for bar failure is taken to be the number of cycles of loading
to propagate a fatigue crack to one-half of the bar height.
Results of Rolling Load Tests
Thirty-six tests on 132 RE headfree 36-in bars have been completed since the last
annual report was published. Twelve tests (joints 292 to 303) were on new bars, originally
with a pressed easement, which had the easement ground to a depth of 3*2 in and a length
from 13^ to 15^ in to eliminate decarburization. The chemical analyses of the heats from
which these bars were rolled are as follows:
Serial 144, Heat 10-189, C-0.47, Mn.-0.7l, P-O.017, S-0.038, Si-0.14
Serial 145, Heat 7-166, C-0.52, Mn.-0.83, P-0.017, S-0.022, Si-0.30
Twelve tests (joints 304-315) were on used bars which had been reheat treated after
grinding easements to a depth of 3/64 to 7/64 in and to a length of 1% to 1§^ in. These
bars were oil quenched from 1500 to 1550 deg F.
Twelve tests (joints 316-327) were on used bars which had been reheat treated
after grinding easements to a depth of 1/32 to 5/64 in and to a length of 1 to It^ in.
The bars were oil quenched from 1500 to 1550 deg F and tempered at 800 deg F. Data
on these 36 joints are tabulated in Table 1, and physical properties, as determined by
tensile tests on specimens cut from each failed bar, are listed in Table 2. All of the bars
tested had the old bolt hole spacing of 5% in between central holes and 6I/2 in between
remaining holes.
(Text continued on page 942)
Rail
939
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Rail
041
T.^BLE 2 — Physical Properties of Laboratory Joint Bars
132 UK Hr\..
132RE HF
Bar Tiipi
Joint
Number
Surfarr
Hardnesii,
BH X
Hardiici)!
on Tensile
Specitnen,
BH X
Yield
Point,
Pxi
Tensile
Strength,
Psi
Reduetion
of Area,
Percent
Elongation
2 -In Gage
Length,
Percent
I32RK HF
292 N
292S
293 X
294S
29.')S
29I)S
297 X
298X
298S
299S
300X
30 IX
302S
303 S
210
213
241
212
211
237
218
244
255
235
261
232
213
231
245
238
239
255
2,53
249
247
25fi
2fil
251
249
250
250
251
74.000
74 . 400
75.100
79,000
79 , 500
78,800
78,300
80,200
81,000
7C, , 200
81,400
78 , 500
80,800
79,000
117,400
117,000
119.800
125.000
12(1,000
124.000
122.000
12H..500
128.800
124.200
127.400
125.000
127,000
125,000
45.4
48.0
44.8
41.8
43.0
44.9
411.4
43 . 5
41.5
43.0
45 . 1
43.0
44.7
45 . 4
18.0
19.0
18.0
17.0
17.0
17.0
18.0
1(1.5
1(1.5
17.0
17.5
17.0
17.5
18.0
The following five specimens wcie niaehined from the base of the bar
293 N
294S
29f)S
298S
302S
304 X
305S
.30(1 X
307 X
308S
309 X
31 OS
31 IS
312X
313S
314X
315N
241
2.59
212
255
237
265
255
258
213
257
22(1
228
2(12
232
221 "
231
229
237
241
241
227
237
214
242
228
235
204
244
254
231
187
201
23(5
235
82.000
81,. 500
80,400
78 . (iOO
80.100
81.000*
7 2.. 500
(>9 . .500
71.000
72.000
70 , 000
78 . 400*
75 , 900*
79 . 400*
71.300
58 , 700
72,000
120,000
128,000
12(1,000
12(1,200
1 27 . 000
121 ,500
119,200
ll(i.,500
114,(100
117, 200
118,800
120,000
117,300
121, COO
ll(i,200
102,800
116,800
The foUowinK ten specimens were machined from the base of
304 N 226 2.39 73,000 119,000
306N 221 236 71,000 118.200
307 N 229 209 67,000 107,800
308S 241 209 68,400 104,800
310S 214 245 71,(300 118,200
311S 228 242 70,500 114,000
312X 204 254 71,700 119,000
313S 254 2,53 70,300 114.800
314X 187 187 .56,000 94,000
315X 236 204 63,800 104,000
316X
317S
318S
319S
320S
321 X
322S
323N
324 N
325X
326S
327S
217
237
172
248
232
186
197
224
251
215
176
206
260
223
212
230
2(30
255
255
262
76 , 600*
80 . 400*
66 , 600
84 , .500*
84 , 800*
65,000
65 , 000
72,200*
82,500*
78,700*
77 , 400
80 , 700
118,600
122,000
105,000
125,500
125,500
110,000
105,000
111, 500
124,000
120,500
124,200
126,000
46 . 4
42.5
47.4
40.3
42.8
33.2
41.8
.39.5
46.0
43 . 5
43.0
35 . 2
34.8
32.0
43.7
43.6
42.5
the bars
41.8
37 . 6
50.5
.57.4
39.2
43 . G
.38.5
45.7
53.4
54.7
29.8
29.7
48.4
35.4
29.8
45.8
45.0
31.7
40.7
30.3
45.0
46.3
The following seven specimens were machined from the ba.se of the bars
31 6X
319S
321 X
323 X
324 X
325X
326X
217
248
186
224
251
215
185
237
256
225
2.50
272
260
271
75,100*
87,000*
63 , 200
71,700*
83 , 500*
75,800*
83.300
117,200
128,000
105,200
1 1 1 , 500
125,000
118,200
130,000
35.5
32.2
51.4
37.7
36.2
33.7
42.7
18.0
17.0
18.0
16.0
17.5
15.0
17.0
17.0
19.0
18.5
17.5
15.5
16.0
15.0
17.5
19.0
18.0
17.5
16.5
22.5
25.0
17.0
18.5
17.0
19.0
24.5
24.0
14.0
14.0
22.0
15.0
14.0
19.0
20.0
15.5
16.0
14.0
17.0
17.5
10.0
14.5
21.5
17.0
15.0
15.0
16.0
*Xo well-defined yield point — value is yield strens;th.
.\RE.A specifications: Tensile strength, min 100.000 psi
Yield point, min 70,000 psi
Elongation in 2 in, min 12 percent
Reduction of area, min 25 percent
042 Rail
Hardness Tests on Joint Bars
Both Brinell and Rockwell B hardness readings were taken on upper and lower
fishing surfaces of all bars before testing, and Brinell readings were also taken on both
ends of the tensile specimens cut from the center of the head of each failed bar.
For the new bars (joints 2Q2-303), Brinell readings on the top surface ranged from
IQQ to 261, with an average hardness of 226; and readings on the lower fishing surfaces
ranged from 212 to 200, with an average of 257 for 24 bars. Rockwell B readings, con-
verted to equivalent Brinell, averaged 44 points lower for these bars.
For the reheat treated bars (joints 304-315), Brinell readings on the top surfaces
ranged from 181 to 247, with an average of 213; and readings on the lower fishing sur-
faces ranged from 187 to 254, with an average of 225. Rockwell B readings converted to
equivalent Brinell averaged 41 points lower for these bars.
For the reheat treated oil-quenched and tempered bars (joints 316-327), Brinell
readings on the top surfaces ranged from 172 to 255, with an average of 212; readings
on the lower fishing surfaces ranged from 185 to 255, with an average of 217. Rockwell B
readings converted to equivalent Brinell averaged 40 points lower for these bars.
The tensile specimens machined from the heads of the 38 failed bars showed Brinell
hardnesses ranging from 201 to 262, with an average hardness of 240 for the new bars,
235 for the reheat treated bars, oil quenched, and 243 for the reheat treated bars, oil
quenched and tempered.
Rolling-Load Tests of New 132 RE
Headfree Bars with Ground Easements
Results of 12 tests of new 132 RE headfree, 36-in bars with ground easements are
given in Table 1. The average cycles for failure for these 12 joints is 403,610 cycles. This
average is only about one-half as great as the average of 934,290 cycles for 12 tests of
132 RE bars without easements reported in 1952, and it is about the same as the average
of 406,590 cycles for 12 tests of 132 RE bars with mill pressed easements (joints 280-
291), reported last year. Since Brinells on the failed bars at the surface ranged from 210
to 261, with an average surface hardness of 229, and physical properties, as determined
from the tensile tests, were well above specifications, it seems possible that the low aver-
age numbers of cycles may have resulted from imperfect fit of the bars on the rails,
resulting in local areas of heavy bearing, severe enough to start a crack. Three of the
fractures are shown in Fig. 1.
Fourteen bars of the 12 joints failed, both bars failing in joints 291 and 298. Nine
of the failures were from the top and 5 were from the base, with 3 of the top failures
progressing to oval bolt holes and one base failure progressing to a round bolt hole.
Small fatigue areas about % in. in height were observed at 2 of the oval holes. Three
of the base failures started in rail end gouges.
The ground easements on the top bar surfaces eliminated gouging by the rail ends,
and with one exception bar failures from the top surfaces started outside of the ease-
ments in areas of heavy bearing. The exception was bar 298N, which cracked through
the center of the easement, and probably failed after the other bar in this joint had
broken.
Magnaflux examination revealed additional transverse cracks on the top fishing sur-
faces of 10 of the failed bars and 5 of the companion bars. The cracks, ranging in length
from ^ in to 1^ in, occurred in heavy bearing areas within a few inches of the centers
of the bars. Fig. 2 shows 3 of the bars with cracks which caused failure.
Rail
04.^
/
302S
X
299 S
Fig. 1 — Fatigue failures of 132 RE bars.
Micrographs were taken on specimens cut from each failed bar and revealed a fairly
line grain structure for all bars. Three micrographs, which are typical, are shown in
Fig. 3. Some decarburization was noted, up to depths of 0.12 in for the failed bars.
Since tightening of the bolts was noted to bend the bars laterally at mid-length,
lateral deflection readings were taken on upper and lower bar flanges before bolting,
after bolting, and at regular intervals during the progress of each test. The amount of
lateral bending varied with individual bars, and since unbroken bars recovered to their
original shape upon release of bolt tension, it was apparent the bending was elastic.
Lateral deflection readings on the bars indicated that at 100,000 cycles the centers
of the bars were bowed inward from 0.001 to 0.007 in, with an average of 0.003 in for
the upper flanges. Bending on the lower flanges ranged from 0.006 to 0.020 in inward,
with an average of 0.013 in.
Out-to-out measurements, that is, the distance between outer bar flanges, indicated
that at 100,000 cycles the lower flanges had moved inward an average of 0.034 in at the
center of bar length and 0.013 in average at the ends of the bars. The upper flanges
averaged only 0.002 in movement at the center and 0.001 in at the ends.
The physical properties of the failed bars, as indicated in Table 2, were all above
AREA specifications, both in tensile strength and yield point.
Rolling-Load Tests of Reheat Treated 132 RE
Headfree Bars with Ground Easements
The results of 12 tests of 132 RE headfree used bars, reheat treated after grinding
easements, are given in Table 1. The average cycles for failure for these 12 joints is
761,870 cycles.
044
Rail
297 N
Fig. 2 — Joint bar fishing surfaces with cracks.
Bars 292S and 297N show top surface. Bar 296S shows lower fishing surface
with crack in gouge.
These bars (joints 304-31S) were from a group of bars rolled in 1948 and removed
from track in 1951 for inspection and salvage by special heat treatment. The bars were
first inspected visually during the grinding of an easement with a beveled 8-in diameter
resinoid grinding wheel. The ground easements varied from 3/64 to 7/64 in. in depth
and from 1% to 1% in. in length. The bars were reheat treated by heating in a gas-fired
furnace to a temperature between 15C0 and 1550 deg F, with soaking time approximately
1 hr, and total heating time from entering to leaving furnace 2 hr 15 min. On leaving
the furnace the heated bars required 6 sec to reach the quenching oil. The quenching oil
in the 8000-gal capacity tank reached a maximum temperature of 185 deg F, and the bars
traveled through 25 ft of oil in 4 min, coming out of the quench with retained heat
somewhat above 390 deg F, the capacity of the thermometer for checking the bat
temperature at this stage.
Ten of the bar failures were from the base and 2 were from the top. The ground
easements ehminated gouging on all except four bars which showed light gouging outside
Rail
945
Fig. 3 — Micrographs from failed bars.
Magnification about 70X ; 2 percent nital etch; a. bar 294S; b. bar 295S; c. bar 298S.
of the easement areas, somewhat below the easements. Nine of the 10 base failures, how-
ever, started in rail end gouges; 1 base failure started in an area of heavy bearing 3 in
from the rail end and progressed to an oval bolt hole, and 1 crack progressed from a rail
end gouge on the base to an oval hole. A fatigue area at this hole li in. in height was
observed. Both top failures started in heavy bearing areas away from the rail ends and
progressed to bolt holes.
Magnaflux examination revealed additional transverse cracks on the top surfaces
of 10 of the failed bars and 9 of the companion bars. The cracks ranged in length from
% to 1% in and occurred in heavy bearing areas within a few inches from the center
of the bar.
Micrographs taken on specimens from the failed bars revealed a fairly fine grain
structure. Typical micrographs are shown in Fig. 4. Depths of decarburization ranged
in varying amounts to 0.12 in for these bars.
Lateral deflection readings on the bars indicated that at 100,000 c>cles the centers
of the bars were bowed outward an average of 0.017 in for the upper flanges and an
average of 0.009 in for the lower flanges.
Out-to-out measurements indicated that at 100,000 cycles the lower flanges had
moved inward 0.045 in average at the center of bar length and 0.017 in average at the
ends of the bars. The upper flanges averaged 0.010 in movement at the center and
0.001 in at the ends.
946
Rail
Fig. 4 — Micrographs from failed bars.
Magnification about 70X ; 2 percent nitai etch. a. bar 306N; b. bar 308S; c. bar SUN.
The physical properties of the failed bars, as indicated in Table 2, were above the
ARF-A soecifications, except for yield point on 2 bars.
Rolling-Load Tests of Reheat Treated 132 RE Headfree
Bars with Ground Easements — Oil Quenched and Tempered
Results of 12 tests of 132 RE headfree used bars, reheat treated after grinding ease-
ments, are given in Table 1. These bars (joints 316-327) were oil quenched from 1500 to
1550 deg F and tempered at 800 deg F. The average cycles for failure for these 12 joints
is 484,980 cycles.
Six of the bar failures were from the base, 5 were from the top, and 1 bar failed
from both the top and base. The ground easements, in general, reduced or eliminated
gouging. Exceptions were bars 317S and 318S, on which the easements were ground off
center of bar length sufficiently so that gouging was present in the edge of the easement
and was severe enough to start a crack. Six other bars showed very light gouging into
the shallow edge of the easement or just outside the easement, but not severe enough
to start a crack.
Two of the base failures and 1 top failure progressed to bolt holes; however no
fatigue areas existed at the holes.
Rail
947
'rj»^ftp. -'*
Fig. 5 — Micrographs from oil-quenched and tempered bars.
Magnification about 70X i 2 percent nital each. a. bar 316N; b. bar 321N; c. bar 324N.
Magnaflux examination revealed additional transverse cracks on the top surfaces
of 5 of the failed bars and Q of the companion bars. The cracks ranged in length from
fV to 1 in and occurred in heavy bearing areas within a few inches of the center of bar
length.
Micrographs taken on specimens from the failed bars revealed, in general, a fairly
fine grain structure. Three micrographs are shown in Fig. 5. Depths of decarburization
ranged up to 0.015 in for these bars.
Lateral deflection readings on the bars indicated that at 100.000 cycles the centers
of the bars were bowed outward an average of 0.005 in for the upper flanges and an
average of 0.004 in for the lower flanges.
Out-to-out measurements indicated that at 100,000 cycles the lower flanges had
moved inward 0.045 in average at the center of bar length and 0.016 in average at the
ends of the bars. The upper flanges averaged 0.010 in movement at the center and
0.001 in at the ends.
The physical properties of these failed bars, as indicated in Table 2, were above
.\RE.\ specifications, except for yield point on 3 bars.
048
Rail
Fig. 6 — Service failures of 112 K2 bars.
Failed Bars from Service
Four failed bars from service have been received for examination and testing. These
were 112 K2 headfree 36-in bars, rolled in 1944. All of the bars had failed from a crack
starting on the top surface at a gouge mark caused by a rail end. Three of the failures
are shown in Fig. 6. Brinell hardness measurements were taken on each bar after remov-
ing tV in of surface metal. A tensile specimen was cut from each bar and the data on
hardness and physical properties for these bars are listed in Table 3, and plotted against
Brinell hardness in Fig. 8, together with data on laboratory tested bars. This plot of
Fig. 8 indicates that for a specimen to meet the yield point specification of 70,000 psi it
should have a Brinell hardness of 227. and to meet the tensile strength specification of
Table 3 — Brinells and Physical Properties of Failed Bars from Service
Lab.
No.
Bar Type
Year
Rolled
Hardness
Near Top
Surface,
BHN
Hardness
on Tensile
Specimen,
BHN
Yield
Point,
Psi
Tensile
Strength ,
Psi
Reduction
of Area,
Percent
Elongation
2-In Gage
Length,
Percent
SI
S2
S3
S4
112K2 HF
112K2 HF
112K2 HF
112K2 HF
1944
1944
1944
1944
218
200
220
243
179
163
181
192
48,400
43 , 400
47,100
64,400
92,800
87 , 500
92,. 500
109,000
45.6
47.0
45.0
53.2
23.0
23.5
22.5
24.0
AI
!.EA specificat
ons: Ten
Yiel
Elo
Red
sile strength
d point, mir
igation in 2
uction of ar
, min lOf
1 7(
in, min
ea, min
>,000 psi
' , 000 psi
12 percsL
25 percer
t
t
Rail
949
„^ J^N *«**^ *-
Fig. 7 — Micrographs from failed bars from service.
Magnification about 70X ! 2 percent nital etch. a. bar Si; b. bar S2; c. bar S3; d. bar S4.
100,0C0 psi, it should have a Brinell hardness of I'^S; these are the intersections of the
lines through the plotted points with the 70,000 psi and 100,000 psi stress lines.
Brinells on the tensile specimens were considerably lower than those taken near the
surface. Micrographs taken on specimens from these bars are shown in Fig. 7. Three
of the bars revealed a rather coarse grain structure and also physical properties below the
specification. The fourth bar, with higher physical properties, had a finer grain struc-
ture. None of the bars passed the yield point specification of 70,000 psi ; 1 bar passed
the tensile strength requirement of 100,000 psi.
Summary
1. Twelve tests of new 132 RE headfree bars with ground easements averaged 403,610
cycles in the rolling-load tests. Fourteen of the bars failed, 9 from the top and 5 from
the base.
2. Twelve tests of used 132 RE headfree bars, reheat treated by oil quenching at
1500 to 1550 deg F, after grinding easements, averaged 761,870 cycles. Two of the failures
were from the top and 10 were from the base.
3. Twelve tests of used 132 RE headfree bars, reheat treated by oil quenching at
1500 to 1550 deg F and tempering at 800 deg F after grinding easements, averaged
484,980 cycles. Six failures were from the base, 5 from the top, and 1 from both the top
and base.
950
Rail
125
120
115
^ 110
O
1 105
I 100
P 95
o
z
LlI
^ 90
CO
85
UJ
I- 80
75
70
i^
O LABORATORY BARS
(T
5^ 9 1
• BARS FROM SERVICE
P°^
o
o
O
° o".
r?
"X
o o
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r o
A
•
/
AREA TENSILE STRENGTH
o/
TENSILE
SPE
3IFIC/!
kTION
r
STRt
INGTH
" — ~
■ — ~"
V
7-
'
o
x
0 i
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n^A
rS
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AREA YIELD POINT
O^
o
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IFICAl
noN-
7
(
-/
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D
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/
YIELD POINT
•
^
y
,/
•
/
• /
150 160 170 180 190 ZOO 210 220 230 240 250 260 270
BRINELL HARDNESS ON TENSILE SPECIMEN
FIG. 8 PHYSICAL PROPERTIES VS. BRINELL OF FAILED JOINT BARS.
Rail QSj^
4. The grounH easements Irom 1/32 to 7/ft4 in. in depth were, in general, effective
in eliminating or reducing gouging by the rail ends. On properly centered easements no
gouging severe enough to start a crack occurred within the easement area.
- 5. Tests on four 112 K2 headfree bars which failed in service indicated yield points
below AREA specifications and Brincll hardnesses below 200 on the tensile specimens.
.•Ml had failed from a gouge mark on the top surface.
Report on Assignment 8
Causes of Shelly Spots and Head Checks in Rail:
Methods for Their Prevention
L. S. Crane (chairman, subcommittee), F. W. Biltz. T. A. Blair, B. Bristow, C. J. Code,
W. J. Cruse, J. C. Dejarnette, J. L. Gressitt. C. B. Harveson, S. R. Hursh, K. K.
Kessler, C. C. Lathey, W. B. Leaf, E. E. Mayo, Ray McBrian, B. R. Meyers, L. T.
Xuckols, R. E. Patterson, J. G. Roney, I. H. Schram, W. D. Simpson, J. S. Wearn,
Edward Wise, Jr., J. E. Yewell.
This is a progress report presented as information.
During the past year the investigation has been conducted by three task groups.
The work of Group 1 is handled directly by the subcommittee; that of Group 2 by the
research staff of the Engineering Division, AAR ; and that of Group 3 by the University
of Illinois.
The AAR provides funds to support the work conducted by Group 2 and the AAR
and AISI, jointly, provide funds to support the work conducted by Group 3.
A small administrative committee comprised of members selected by the AAR sub-
committee and the rail manufacturers has met regularly during the past year with the
various research investigators for the purpose of reviewing and guiding the conduct of
the research work.
The research work conducted to date has failed to reveal any positive solution for
this problem. Gage corner contour design improvements made on the 115, 132 and 133
RE sections have assisted in preventing the onset of shelling but have not prevented its
eventual occurrence. The results of preliminary investigation conducted by the Engineer-
ing Division research staff give some indication that certain maintenance factors may
influence the tendency of rails to shell. It is, however, premature to offer any conclusion
on this matter until a substantially greater amount of investigative data has been com-
piled from other railroads and reviewed. The use of heat-treated and chrome-vanadium
alloy rail is effective in extending the time until gage corner shelling will occur when the
expense of this type of rail may be economically justified.
Group 1
The committee has continued to follow the performance of various installations of
heat-treated and alloy-steel rail. In the interest of brevity, only a tabulation of alloy and
heat-treated rail installations made since January 1949 is included in this report. It should
be observed from the following tabulation that several recent installations of high-
silicon rail have been made. Although the results of rolling-load tests at the University of
Illinois would indicate that service performance of this rail would not be equal to the
service performance heretofore obtained with heat-treated or alloy-steel rail, its cost is
052
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substantially less than the other types. If it performs as well as anticipated, there are
many locations where it might be economically justified where the higher cost of heat-
treated or alloy-steel rail could not be justified.
Group 2
The Engineering Division research staff has continued to assist the subcommittee
in following the progress of the field tests.
Group 3
The third portion of the assignment is covered by report prepared by Prof. R. E.
Cramer, which follows as Appendix 8-a.
Appendix 8-a
Thirteenth Progress Report on Shelly Rail Studies
at the University of Illinois
By R. E. Cramer
Research Associate Professor, University of Illinois
Organization and Acknowledgment
The shelly rail studies at this laboratory are financed equally by the Association of
American Railroads and the American Iron and Steel Institute. Twelve previous reports
have been published annually in the Proceedings of the American Railway Engineering
Association. The research program is supervised by a committee composed of engineers
from both the AREA Rail committee and the AISI Technical Committee on Rails and
Joint Bars.
R. T. Murphy, a student test assistant, has worked on this investigation on a part-
time basis this year. Marion Moore, mechanic, has operated the rolling-load machines.
Rolling-Load Test of Heat-Treated Chrome- Vanadium Rail
Previous reports have covered alloy rails and heat-treated carbon-steel rails which
gave rolling-load tests from 5 million to 9 million cycles. As a laboratory experiment
1 specimen of a chrome-vanadium alloy rail was oil quenched from ISOO deg F and
drawn at 800 deg F for 2 hr. This treatment gave a surface Brinell hardness of 490.
This specimen No. 1137-H-l in Table 1, gave 21,127,000 cycles before a shelling crack
developed. It is about 100 Brinell points harder than any previously tested rail and
lasted twice as long as any previous rail. The specimen is too hard to machine into
specimens for mechanical and fatigue tests.
Rolling-Load Tests of High-Silicon Rails
Five specimens of high-silicon rail were received for tests, which are numbered 1143,
1144, 1146, 1147 and 1148 in Table 1. Two tests are reported on each rail. The number
of cycles for failure of the 10 tests range from 1,381,000 to 3,972,000 cycles, with an
average of 2,307,200. These tests average more than double the 1 million cycle average
which has been obtained in previous tests of standard carbon-steel rails. Pictures of the
ten shelling cracks are shown in Figs. 1 and 2.
Rail
955
Si
8 2
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Rail
I43A
JI44A
11448
}l4iA
Specimen
Number
1143A
1143B
11 44 A
1144B
1145A
1145B
t!4aB
Fig. 1 — Shelly failures produced in rolling-load tests.
Average Cycles of
Brinell 50,000-Lb
Kind of Specimen Hardness Wheel Load
133-lb high-silicon rail 266 1,441,000
133-lb high-silicon rail 269 1,667,100
133-lb high-silicon rail 270 1,381,000
133-lb high-silicon rail 270 3,972,000
140-lb chrome-vanadium rail 349 2,237,000
140-lb chrome-vanadium rail 350 5,014,000
Rolling-Load Tests of 140-lb Chrome- Vanadium Alloy Rail
Specimens from 140-lb chrome-vanadium alloy rail were received for testing from
the Pennsylvania Railroad. It is No. 1145 in Table 1. This rail had a Brinell hardness
of 350 compared to 365 and 361 for previously tested chrome-vanadium rails, which
averaged 7,233,000 cycles for failure. This rail, No. 1145, gave roHing-lcad tests of
2,237,900 cycles and 5,014,000 cycles, or an average of 3,625,000 cycles, which is con-
siderably below previous tests of chrome-vanadium rails. This may be due partly to the
lower Brinell hardness and mechanical properties. Pictures of the shelling cracks of these
two specimens are shown in Fig. 1.
Rail
957
il46B
47B
II48A
Specimen
Number
11 46 A
1146B
1147A
1147B
11 48 A
1148B
11488
Fig. 2 — Shelly failures produced in rolling-load tests.
Average Cycles of
Brinell SO'fiOO-Lb
Kind of Specimen Hardness Wheel Load
155-lb high-silicon rail 281 1,409,200
155-lb high-silicon rail 281 1,491,000
132-lb high-silicon rail 302 3,936,000
132-ib high-silicon rail 302 3,440,000
132-lb high-silicon rail 300 2,1 10,000
132-lb high-silicon rail 500 2,225,000
Examination of Shelly Rails from Service
Several detail fractures from shelling were examined in the laboratory for inclusions
with the microscope. No unusual inclusions were found in any of these failed rails. One
failure is shown in Fig. 3. The lower picture shows most of the shelling crack opened up.
There is a longitudinal streak about Yz in from the gage side of the rail, which was the
starting point of the internal shelling crack. The top picture shows an etched cross sec-
tion of the rail with light segregation streaks in the area of the shelling crack. This rail
was in service 5 years on a 1-deg curve of the Chesapeake & Ohio Railroad before the
failure developed.
958
Rail
Fig. 3 — Shelly rail starting at segregation streak.
Top: Etched cross section, showing light segregation streaks in area of shelling crack.
Specimen etched in hot 50 percent hydrochloric acid.
Bottom: Detail fracture from shelling opened up. Note longitudinal streak
'Yz in from gage side of rail head where shelling crack started.
Rolling-Load Tests to Produce Detail Fractures in the Laboratory
Five rolling-load tests to produce detail fractures from shelling in standard rails
were reported last year. The average cycles for failure was 1,652,000. One test of a
chrome-vanadium rail failed at 3,225,000 cycles.
This year 1 test on a heat-treated, carbon-steel rail, with Brinell hardness of 361,
failed at 4,514,600 cycles from a detail fracture starting at the bottom corner of the rail
head. No shelling crack developed. A second specimen of heat-treated, carbon-steel rail,
Rail 959
with Brinell hardness of 383, ran 0,754,000 cycles without developing a shelling failure
or detailed fracture. The test had to be stopped because a long crack had developed in
the rail web.
These tests indicate that both chrome-vanadium alloy rails and heat-treated, carbon-
steel rails give better resistance to the production of detail fractures than straight carbon-
steel rails. A series of rolling-load tests ^to produce detail fractures in high -silicon rails
has been started and will be continued next year.
Summary
1. One specimen of a chromium-vanadium rail, heat treated to 490 Brinell hardness,
gave a rolling-load test of 21 million cycles.
2. Ten specimens of high-silicon rails gave rolling-load tests that averaged 2,307,000
cycles.
3. Two specimens of 140-lb chrome-vanadium alloy rail, gave rolling-load tests that
averaged 3,625,000 cycles.
4. Examination of shelly rails from service did not reveal unusual inclusions in the
steel. Photographs of one shelling crack indicate that it started at a segregation streak
in the rail.
5. Rolling-load tests to produce detail fractures from shelling indicate that both
chrome-vanadium alloy rails and heat-treated carbon-steel rails resist the production of
detail fractures better than standard carbon-steel rails.
6. All rolling-load tests to produce sheUing indicate that rails with higher hardness,
with corresponding increase in mechanical strength, give longer laboratory rolling-load
tests.
Report on Assignment 9
Recent Developments Affecting Rail Section
W. J. Cruse (chairman, subcommittee), E. L. Anderson, F. W. Biltz, T. A. Blair, C. B.
Bronson, W. J. Burton, C. J. Code, L. S. Crane, P. 0. Ferris, C. J. Geyer, S. R.
Hursh, K. K. Kessler, L. R. Lamport, C. C. Lathey, Rav McBrian, B. R. Meyers,
W. G. Powrie, R. B. Rhode, J. C. Ryan, G. L. Smith, H. F. Whitmore, R. P. Winton,
Edward Wise, Jr.
This is a progress report, presented as information.
The topics being pursued under this assignment are:
(a) Redesign of 100 RE rail and joint bars.
(b) Study of rail web bolt hole finish in regard to fatigue failure.
(c) Study of the proposal for the adoption as an AREA standard of a headfree
joint bar for the 140 RE rail section.
(a) The study of the redesign of 100 RE rail and joint bars was carried out at the
Central Research Laboratory by Kurt Kannowski, metallurgical engineer, and other
members of the Engineering Division research staff of the Association of American Rail-
roads, under the direction of G. M. Magee, director engineering research. The first trial
redesign of the 100-lb section was completed and a test specimen machined from a l7S-lb
crane runway section has been subjected to strain gage tests, the results of which do not
quite measure up to expectations. Further work on this assignment will be held in abey-
ance owing to waning interest, and this committee will make some further study of the
need for a redesign of this section, including a canvass of the users.
960 Rail
(b) The report of the Engineering Division research staff, presented herewith as
Appendix 9-a, covers the study of rail web bolt hole finish in regard to fatigue failure.
(c) On recommendation from the committee, Mr. Magee designed a 140-lb head-
free joint bar for use as an alternate for railroads desiring a headfree bar in preference
to the head-contact bar. A survey of the proposal for the adoption of this headfree bar
as an AREA standard is now in progress.
Appendix 9-a
The Effect of Stress Raisers Around a Bolt Hole
on the Fatigue Life of a Rail
The failures within the joint bar limits of a rail are by far the largest of any type
of failure reported in the annual rail failure statistics. This fact warrants the attention
and effort being given to eliminate this type of failure. In the last rail failure statistics
report, these failures amounted to 36 percent of all of the failures reported. By means
of changing design and limiting corrosion, considerable progress has been made in decreas-
ing these failures during the last six years. The Committee on Rail has initiated this study
to investigate the effect of the various stress raisers around the bolt hole of a rail in order
to reduce these failures still further. The stress raisers which have caused the failures
originating at the bolt hole are inherent in the rail production process. It is the purpose
of this study not only to evaluate the effect of these stress raisers, but also to suggest
a practical correction of the defects.
The study of the effect of stress raisers at the bolt hole of a rail, using a fatigue
testing machine, has been carried on at the AAR Research Center by Kurt Kannowski,
metallurgical engineer, and Joseph Borrino, laboratory assistant, under the direction of
G. M. Magee, director of engineering research of the Association of American Railroads.
A universal fatigue testing machine, as shown in Fig. 1, was obtained, and a bending
fixture, as shown in Fig. 2, was designed. The function of the machine is to apply a
vertical vibratory force to any specimen or structure attached between the heavy station-
ary frame and the top platform of the oscillator assembly. This alternating force can be
adjusted to apply to bending specimen, .such as was used in this test, any combination
of tensile or compressive stress within the capacity of the machine. The alternating force
is applied 1800 times a minute to an elastic test specimen, and can be adjusted between
zero and 5000 lb. It is accurate within 2 percent or 20 lb, whichever is greater. The
maximum allowable movement of the oscillating assembly is ±: >4 in amplitude at zero
preload, and ± i^ in amplitude at full preload.
Due to the limited capacity of the equipment of this type, it was impossible to pro-
duce the same stress and stress range in the rail specimen with the bolt hole as would be
produced in track. However, it was possible to produce a magnitude and range of stress
that would effectively evaluate the effect of bolt hole finish on fatigue strength.
In designing the bending fixture, it became necessary to suspend the specimen so
that the flexure took place through the thin section of the web, as shown in Figs. 2
and 4. To eliminate as many variables as possible, rails as rolled, drilled and inspected
by the producers, were used. These raDs were submitted for testing by the New York
Central, Louisville & Nashville, Pennsylvania, and Southern Railroads. The test specimens
Rail 061
were selected by the railroad personnel to represent stress raisers, surh as noujies due to
improperly ground drills, and burrs.
The test specimens, as shown on Fig. 7, were machined to have 1 in of solid metal
on either side of the bolt hole. The specimen is bolted firmly in the bending fixture, as
shown on Figs. 2 and 4. The line sketch on Fig. 3 illustrates the function of the bending
fi.xture. Test specimen A becomes part of beam E A F, which is suspended on the flexible
supports D and Di, with pivot points E and F. The top of the oscillator B provides the
bending force, which is applied at points G and H. A dimensioned detailed drawing of the
bending fixture is presented on Fig. 4. The method of securing the test specimen to the
fixture, and the flexplates by which the specimen is bent, are shown in detail, as well as
the piatten which supplies the alternating force.
The force used is the dynamic load exerted upward and downward on the specimen.
The specimen was tested in completely reversed flexure so that the stress on each surface
varied from a maximum compression to a maximum tension in what would be a vertical
direction in the rail web in track. In selecting the loads and rail sections for this inves-
tigation a series of preliminary tests was performed to determine the loads, which were
applied as shown on Tables 1 and 2. During this investigation strain gages were placed
at each edge of the bolt hole and at the edge of the specimen, at positions designated 1
and 2, respectively, shown in Fig. 5. Tests were run with different applied loads from
the testing machine, and the stresses determined at these two locations arc shown in
Fig. 5 for 132-lb rail. It will be noted, as would be expected, that the stress at the edge
of the bolt hole was considerably in excess of that at the edge of the specimen, due to
the stress concentration effect of the bolt hole. Considerable difficulty was experienced
with obtaining strain gage measurements because the gages would usually go out of
operation at the high reversal speed of the machine before an opportunity was offered
to measure the stress. Checks were conducted for some time, which proved satisfactorily
that the applied load in the testing machine could be depended upon for accuracy, and
that it remained constant throughout. Accordingly, the indicated load on the machine for
making the comparisons was used and the stress measurements were discontinued.
Using the relationship between stress in bolt hole and applied load as shown in Fig. 5
and the data in Table 1 for the test group of bolt holes containing no deformations,
the relationship between reversed flexural stress and cycles for failure has been shown
in Fig. 6 with the solid triangles. As a matter of interest there is also shown on this
diagram the data obtained in fatigue tests at the University of Illinois on specimens cut
from the rail web with as-rolled surfaces under completely reversed flexural stress, as
shown in AREA Proceedings, Vol. 48, 1947, page 808. It will be noted that the agree-
ment between these two series of tests is remarkably good, the indication being that the
fatigue strength for the bolt hole specimens is somewhat lower, which is probably due to
the fact that it was impossible to get the strain gage directly at the edge of the hole.
The 132-lb RE section was used because it represents the heaviest of AREA sections,
and the 140-lb PS section was used because it had a bolt hole location in the heavier
web area. To establish a basis for comparison, test specimens of both sections Vv'hich had
no burrs, brands or gouges were subjected at the standard loadings to the repeated
flexure test in order to produce a fatigue failure. A specimen of this type is shown on
Fig. 8.
The severity of the defects varied from hght to heavy drill gouges, and from light
to heavy burrs, as well as the location of the brand on the edge of the hole. This last
condition is caused by drilhng through the brand, which is the producers identification
in raised letters and figures. The combination of these various defects had a considerable
962 Rail
effect on the results, as shown in Tables 1 and 2. Fig. l.< is an extreme example of an
improperly drilled hole, showing a combination of these various defects.
The segregations which occur frequently in rail steel affected the results to the extent
that data of failures with segregations had to be discarded. A typical example of a
specimen that failed due to a segregation is shown on Fig. 15. In connection with this
condition a metallurgical examination was made of the specimen which showed unex-
pectedly early failures and of specimen which had a long fatigue life. In every case the
structure and cleanliness of the steel were normal. The failures, excepting those due to
the segregations, were produced by the deformations.
A condition which shortens the fatigue life more than any other combination of
defects is shown on Fig. 16, illustrating a fatigue failure due to a brand and a burr.
The type of fracture caused by the various defects is shown on Fig. 14. which consists
of sections cut from the fractured test specimen showing the defect, the start of the
fracture, and part of the bolt hole. It may be noted that the failure started at the edge
of the clean hole, that the burr caused the failure of specimen 18B, and that the burr
and the brand had a combined effect on the failure of specimen 19B. On specimen 24B
the failure started at the burr and progressed to the gouge mark, which caused the final
break due to its notch effect. It is of interest to note that the reamed hole shown by
specimen 40F has a failure from the edge of the hole very similar to that of the clean
or standard drilled hole.
The data on Tables 1 and 2 were obtained by means of the previously described
test specimen of the 132-lb RE and 140-lb PS rail sections. These test specimens had
1 in of solid metal each side of the bolt hole. In machining the outside faces of the
specimen the dimensions were held to ± 0.003 in. A closer tolerance could not be main-
tained because of the drilled finish on the side of the bolt hole. The number of cycles
to failure are considered critical in this investigation. If a specimen did not break after
10,000,000 cycles the test was discontinued.
It is of interest to note in Table 1 that the drill gouges had the least effect on the
results. A considerable reduction in the fatigue life can be noted at all loadings. The varia-
tion of the results is due to the difference in depth and number of drill gouges. The
results of the bolt hole with no deformation checked very closely. The effect of the burr
again shows a further reduction in the fatigue life. There again the size of the burr
caused the variation in number of cycles to failure. If a bolt hole was drilled through
the brand, it may be noted in the next group that the fatigue life was lowered even
further. There again the exact location of the brand on the edge of the bolt hole caused
the difference in the results, as may be noted in the 12S0-lb loading which has a range
of cycles to failure of 805,000 to 479,000. The combination of a bolt hole with a burr,
drilled through the brand, reduced the fatigue life further than any of the defects in this
investigation taken singly. Specimens with the burrs and brands, or a combination of the
two, broke relatively early during the test so that the effect of drill gouges which were
present could not be determined. In Table 2, which consists of data obtained on the
140 PS specimen, the investigation was limited somewhat by the pronounced lack of
difference in the type of deformation, as well as the difference in the location of the bolt
hole in reference to the center of the web. The section was also much heavier than that
of the 132-lb RE section. All of the specimens had a defect of some type. The least effec-
tive defect, that of fine drill gouges, was considered as a standard. The balance of the
data in this case permits us to show the effect of the combination of drill gouges and
burrs, which caused a failure very early in the fatigue life of the specimen. Due to the
fact that very few holes were drilled through the brand, no extensive investigation of
Rail 963
this defect could be made. It must be noted that the few specimens which had a hole
drilled through the brand showed a decidedly shorter fatigue Hfe in their groups.
Several methods of eliminating the effects of these deformations were investigated.
To eliminate the gouges which have the least effect on the fatigue life, several specimens
were reamed. They showed a slight improvement over the standard drilled holes and
holes with drill gouges. A flat chamfer at an angle of 59 deg, removing the edge of the
hole, as shown on Fig. 9, was tried. In Table 1 no improvement can be noted over the
standard hole, but in the case of the burrs and brands a great improvement was made
in the fatigue life. This can also be noted in Table 2. A chamfer with a slight radius,
as shown on Fig. 10, e.xtended the fatigue life even further in comparison with the burrs
and brands in Tables 1 and 2. It must be noted that this chamfer had the effect of
extending the fatigue life of the 140-lb PS section. The loading was increased by 250 lb
and still showed results comparable to results in the other groups at 17S0-lb loads. This
chamfer was machined with a tool as shown on Fig. 18.
A tool, as shown on Fig. 15, was used in peening the edge of the bolt hole to produce
a finish, as shown on Fig. 11. This procedure was very effective in the case of burrs,
but had very little effect if the hole was drilled through the brand. The effect of this
operation can be noted both in Tables 1 and 2. In both cases the loads were increased
by 250 lb to produce results comparable to those at lower loads on groups with or
without defects. Shot peening of the bolt hole was investigated, as shown on Figs. 12
and 7. As can be noted in Tables 1 and 2, this method proved the most effective. In none
of the sLx specimens tested at increased loads did the failure start at the edge of the hole.
It must be noted that the increase of the fatigue life in this group exceeded that of all
other groups.
Results obtained in this investigation have definitely indicated that the effect of the
stress raisers on the fatigue life of the rail sections is very pronounced. All these stress
raisers around the bolt hole were produced in the manufacturing process. The statistical
data in Tables 1 and 2 definitely indicates that a bolt hole drilled with a dull or im-
properly sharpened drill through a brand reduces the fatigue life of the rail by SO percent.
Closer control of the manufacturing process would eliminate a considerable number of
detected and service failures in track. As can be noted from the last half of this inves-
tigation there are several methods of correcting even the slightest defects. The machining
and cutting operations, such as reaming and chamfering, may not be easily adaptable
to the manufacturing methods or field operations by the railroads, even though the
French railroads claim great success in combating bolt hole failures by reaming. Peening
by means of a tool such as shown on Fig. 17 appears to be by far the most practical
method in that this tool can be adapted to use in any portable air or electric power tool.
The shot peening, which showed best results in extending the fatigue life, requires a type
of equipment which would not lend itself to adaptation to the rail production methods
or to field operation by railroads. Consideration should be given to this method in
salvage yard operation or in track equipment production.
964
Rail
Table 1 — Effect of Stress-Raisers on Bolt Hole of Rail. Results on Sonntag
Fatigue Testing Machine Using 132 RE Rail
Spec.
Supplied by
sWo. Cycles
Load
No.
Railroad
Boll Hole Appearance
to Failure
Lb
Remarks
2A
L&N
No deformation
12,400,000
1000
Did not break
24A
Southern
11,120,000
1000 •
39A
NYC
"
10,574,000
1000
23A
Southern
1,313,000
1250
Breaks from corners
4A
L&N
"
1,303,000
1250
38C
NYC
"
590,000
1500
4B
L&N
395,000
1500
23B
Southern
Drill gouges
4,279,000
1000
Break from surface of hole
24B*
Southern
1 , 974 , 000
1000
9C
L&N
"
3,328,000
1000
8A
L&N
1,180,000
1250
9B
L&N
"
925,000
12.50
5C
L&N
"
256,000
1500
36A
L&N
321,000
1500
'*
18B
Southern
Burr
3,004,000
1000
Break from burr
8B
L&N
2,564,000
1000
18A
Southern
"
2,084,000
1000
9A
L&N
891,000
12.50
"
20B
Southern
"
807,000
1250
25A
Southern
"
688,000
1250
"
18C
Southern
519,000
1250
"
19C
Southern
(t •
295,000
1500
4C
L&N
"
236,000
1500
7B
L&N
Brand
1,565,000
1000
Break thru brand
CC
L&N
1,533,000
1000
6A
L&N
"
805,000
1250
7A
L&N
479 , 000
1250
38A
NYC
"
502,000
1500
20A
Southern
495,000
1.500
"
6B
L&N
'*
334,000
1500
8C
L&N
Burr and brand
1,480,000
1000
Break from burr and brand
3A
L&N
"
1,971,000
1000
19B
Southern
"
785,000
1250
"
IB
L&N
760,000
1250
IC
L&N
"
.345,000
1500
7C
L&N
"
236,000
1500
17A
L&N
Drill chamfer, 59°
12,340,000
1000
Did not break
40A**
NYC
2,397,000
1000
Break on web near chamfer
25C
Southern
"
1,375,000
1250
5A
L&N
"
970,000
1250
5B
L&N
847,000
1250
"
17B
L&N
388,000
1.500
17C
L&N
'*
.351,000
1500
"
9D
L&N
Radius chamfer
12,914,000
1000
Did not break
37B
NYC
"
12,925,000
12.50
23C
Southern
"
2,822,000
1250
Break on web near chamfer
39Ct
NYC
"
1,592,000
1250
36B***
L&N
"
1,346,000
12.50
Break from brand
24C
Southern
Rad. cham.+drill gouges
1,380,000
12.50
Break on web near chamfer
22B
Southern
+ undercut
1,234,000
1250
Break from under cut
35A
L&N
-j-brand
738,000
1250
Break from brand
37E
NYC
Radius chamfer
824,000
1500
Break on web near chamfer
9E
L&N
"
.509,000
1500
9F
L&N
"
539,000
1500
"
40D
NYC
Reamed hole
12,740,000
1000
Did not break
6E
L&N
2,805,000
12.50
Break from corner
6F
L&N
1,9.58,000
12.50
40E
NYC
"
1,5.53,000
12.50
"
40F
NYC
"
895,000
1500
OD
L&N
"
572,000
1500
3oC
L&N
Peened cor.+brand
1,201,000
1000
Break thru brand
40B
NYC
Peened corners
15,545,000
1 2.50
Did not break
22C
Southern
12,847,000
1 2.50
37C
NYC
956 , 000
1.500
Break on web near corner
37D
NYC
"
720,000
1.500
Break from corner
22At
Southern
6.57,000
1500
Break- on web near corner
36C1-
L&N
"
279,000
1500
35B
L&N
Peened lightly
388,000
1.500
Break from corner
37 F
NYC
Peened corners
3fi5.000
17.50
37A
NYC
"
319.000
17.W
Break on web near corner
2G
L&N
Rhot-peened hole
15,052,000
1250
Did not break
2D
L&N
"
1,221,000
1.500
Break from web
2.3 n
Southern
597,000
1750
tSeeregation in web.
*Fatigue life affected by small burrs.
♦♦Large gouges aided failure.
***Small brand mark at outer edge of specimen.
Rail
965
Table 2 — Effect of Stress-Raisers on Bolt Hole of Rail. Results on Sonntag
Fatigue Testing Machine 140 PS Rail
Spec.
Supplied by
No. Cycles
Load
No.
Railroad
Bolt Hole Appearance
to Failure
Lb
Remarks
12A
Penn
No burr, fine drill gouges
2,582,000
12.50
Breaks from corners
32B*
Penn
2,540,000
1250
32C
Penn
2,117,000
1250
lOA
Penn
1,281,000
1500
32A*
Penn
763,000
1750
"
29B
Penn
515,000
1750
15A
Penn
No burr, avg. drill gouges
4,451,000
1000
Break from corners and
surface of hole
29C
Penn
1,849,000
1250
lOB
Penn
1,078,000
1250
14A
Penn
1,190,000
1500
"
31A
Penn
1,164,000
1500
31B
Penn
582,000
1750
29A
Penn
No burr, large drill gouges
751,000
1.500
Breaks from corners and
surface of hole
15B
Penn
725,000
1.500
15C
Penn
"
605,000
1500
14B
Penn
Slight burr, fine drill
gouges
2,255,000
1125
Break from burr, corners,
and surface of hole
12B
Penn
1,186,000
1500
28B
Penn
1,124,000
1500
"
27B**
Penn
932,000
1500
31C
Penn
787.000
1.500
"
IOC
Penn
532,000
1750
28A
Penn
Slight burr, large drill
gouges
1,796,000
1250
Breaks from burr, corners,
and surface of hole
27A**
Penn
1,556,000
1250
13B
Penn
"
898,000
1500
'*
IIB
Penn
443,000
17.50
33C
Penn
Burr, fine drill gouges
2,291,000
1250
Breaks from burrs
lie
Penn
2,164,000
1250
"
33B
Penn
"
923,000
1500
"
27C
Penn
494,000
1750
14C
Penn
Burr, average drill gouges
1,609,000
1250
Break from burrs and
surfaces of hole
llA
Penn
1,029,000
1500
"
13C
Penn
523.000
1750
28C
Penn
418,000
1750
26A
Penn
Chamfer, 59°
12,271,000
1250
Did not break
16A
Penn
10,341,000
1250
26B
Penn
1.751,000
1500
Breaks from web adjacent
to chamfer
16B
Penn
1,409,000
1500
26C
Penn
956,000
17.50
"
16C
Penn
661,000
1750
30A
Penn
Radius chamfer
15,229,000
1500
Did not break
SOB
Penn
10,045,000
1.500
**
■19 A*
Penn
"
3,520,000
1500
Breaks from corner & brand
30C
Penn
1,330,000
17.50
Breaks from web adjacent
to chamfer
49B
Penn
1,124,000
1750
"
48C
Penn
"
738,000
1750
"
48A
Penn
616.000
2000
'*
48B
Penn
"
566.000
2000
49C
Penn
520,000
2000
33A
Penn
Peened corners
10,312.000
12.50
Did not break
48E
Penn
10,276,000
1500
49D
Penn
3,592,000
1500
Breaks from web adjacent
to chamfer
49E
Penn
2,246,000
1500
"
48F
Penn
"
732.000
17.50
48G
Penn
468.000
2000
»
48D
Penn
Shot-peened hole
15.422,000
1.500
Did not break
49F
Penn
11,035,000
17.50
49G
Penn
1,491.000
2000
Breaks from web
*Specimen with brand.
**Specimen showed one crack beginning at brand.
966
Rail
Fig. 1 — Sonntag universal fatigue testing machine.
Fig. 2 — Fatigue bending fixture with rail specimen
in position.
1 _ JP-
Fig. 3 — Schematic diagram of fatigue bending fixture.
Rail
967
968
Rail
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969
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a.
V) 20,000
10,000
100,000
1,000,000
CYCLES FOR FAILURE
10,000,000
NOTES=
o LABORATORY FATIGUE TEST AT U. OF I. ON SPECIMENS
WITH AS ROLLED SURFACES UNDER COMPLETELY
REVERSED FLEXURAL STRESS.
A BOLT HOLE SPECIMEN TESTS AT THE RESEARCH
CENTER - 132- RE RAIL UNDER COMPLETELY
REVERSED FLEXURAL STRESS.
Fig. 6 — S-N diagram, bolt hole tests.
970
Rail
Fig. 7 — Rail section machined to dimensions for fatigue testing.
Rail
971
Fig. 8 — Standard specimen.
Fig. 9 — Specimen with angled chamfer.
Fig. 10 — Specimen with radius chamfer.
972
Rail
Fig. 11 — Specimen with peened hole.
Fig. 12 — Specimen with shot-peened hole.
Fig. 13 — Specimen with badly drilled hole.
Rail
973
O
O
CD
CD
O
<
GQ
tBcC
__ q:
a:
3
CD
a:
x
Q
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v
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two
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a
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or
^
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r-. j X
u
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-J
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974
Rail
Fig. 15 — Type of failure caused by segregation in web.
Fig. 16 — Typical fatigue failure produced in laboratory.
Rail
975
Fig. 17 — Tool for peening edge of bolt hole.
Fig. 18 — Cutter for chamfering edge of bolt hole.
976 Rail
Report on Assignment 10
Service Performance and Economics of 78-Ft Rail;
Specification for 78-Ft Rail
Collaborating with Committee 5
L. R. Lamport (chairman, subcommittee), E. L. Anderson, T. A. Blair, B. Bristow,
C. B. Bronson, B. Chappell, C. J. Code, J. C. Dejarnette, R. A. Emerson, C. J.
Geyer, J. K. Gloster, J. L. Gressitt, S. R. Hursh, J. C. Jacobs, N. W. Kopp, Ray
McBrian, B. R. Meyers, E. E. Oviatt, R. E. Patterson, G. A. Phillips, R. B. Rhode,
E. F. Salisbury, I. H. Schram, A. A. Shillander, W. D. Simpson, A. P. Talbot, R. P.
Winton, Edward Wise, Jr., J. E. Yewell.
This is a progress report, presented as information
Service Tests
This is a report of annual measurements to determine the comparative wear and
batter of rail joints on two service test installations of 78-ft rail. One test installation
is laid with 115 RE rail and is on the eastbound main track of the Chicago & North
Western Railway near Calamus, la. The 78-ft rail test section is located between M.P. 32
and 33; the 39-ft rail section between M.P. 28 and 29. The other test installation is laid
with 133 RE rail and is on the eastbound main track of the Pennsylvania Railroad
between Hamlet and Hanna, Ind. The 78-ft rail test section is between M.P. 400 and 401 ;
the 39-ft rail test section is betv.feen M.P. 399 and 400. Both test sections are on tangent
track. The llS RE section has headfree-type 36-in joint bars and the 133 RE section
has 36-in head-contact-type bars. The 78-ft rails are two 39-ft rails pressure butt welded
by the Oxweld process.
The field work, analysis of data and preparation of this report were carried out by
the Engineering Division research staff of the Association of American Railroads, under
the direction of G. M. Magee, director of engineering research, and K. H. Kannowski,
metallurgical engineer.
The initial measurements were made during June 1952, and the results of the data
reported herein combine the initial measurements and measurements taken during June
1953 and 1954. Measurements were made of rail surface profile, joint camber, and out-to-
out distance of bars for determining the amount of rail-end batter, joint droop and
fishing surface wear. Since the 78-ft rails were formed by welding, profile measurements
were also taken of 10 welded joints of the south as well as the north rail. Similar measure-
ments were taken on adjoining 39-ft sections to serve as a comparison for the 78-ft
rail. Measurements have also been taken of joint gap openings at extremes of temperature,
but these are not yet sufficiently completed to present any data.
Discussion of Test Data
The results obtained in the test measurements are shown graphically in Figs. 1 to 8,
incl. Since these measurements were taken at a relatively early age in the Ufe of the rail
and joint bars, no definite differences in performance can yet be expected. The primary
purpose of the test is to determine whether the larger average joint gap that might be
expected with the 78-ft rail during the year would tend to result in greater rail batter,
joint droop and fishing surface wear, and thereby nuUify some of the benefits obtained
though elimination of half of the rail joints. It is, therefore, of interest to examine the
Rail 977
diagrams critically to determine whether there is any such indication yet in evidence of a
greater amount of rail joint wear and rail-end batter with the 78-ft rail.
On the Chicago & North Western Railway, where both test sections have now been
in service 6 years and have carried approximately 100 million gross tons of traffic, the
average pull-in of joint bars is slightly less for both the north and south rail with the
78-ft rail length. With respect to camber, there is no substantial difference in the change
in camber or droop in the two years that the measurements have been made. The aver-
age rail surface profiles for 30 joints in both the north and south rail (Fig. 3) show
almost an identical amount of batter for both 39 and 7S-ft rail on the south rail. For
the north rail there is slightly more batter on the 78-ft rail, but the difference is hardly
significant.
The service test installation on the Pennsylvania Railroad, which has been in service
4 years, has now carried approximately 80 million tons of traffic. The change in out-to-out
distance of joint bars is substantially the same, being very slightly less for the 78-ft
rail. There is no difference in the joint droop between the 39 and 78-ft rail sections, as
shown in Fig. 6, and the amount of rail batter, as shown by the average rail surface
profiles in Fig. 7, is almost identical on both the 39 and 78-ft rail test sections.
Figs. 4 and 8 show the extent to which a perfect rolling surface has been provided
for the wheels over the butt welds. These profiles are averages for 10 welds in both north
and south rails and, of course, individual welds will show some deviation from the
average profiles. Two general characteristics will be noted in these profiles. One is that
the rails were not welded in perfect alinement and are, in fact, humped at the welds.
Within a length of 36 in the amount of this hump is approximately 0.026 in on both
the north and south rail of the C&NW test section, and is 0.038 in on the north rail and
0.052 in on the south rail of the Pennsylvania test section. This is somewhat greater than
the humping of the joints with the regular type joint bars, as shown in Fig. 7. There was
Uttle hump at the joints on the C&NW section with the regular joint bars. However,
a small hump with joint bars is not objectionable as there is a tendency for this to
decrease as the bars become worn in service. In addition to the hump of the welds, it will
also be observed that there is a deviation in the profile from a smooth curve. There is a
slight depression about 4 in each side of the weld. The amount of this depression is not
very much, but it is sufficient to produce some impact effects. It varies from 0.002 to
0.010-in. in the average profiles shown.
Conclusion
Length of service has not been sufficiently long on these two service test installations
to bring out any outstanding differences in the performance of the 39 and 78-ft rail
joints, and the only conclusion that can be drawn at present is that the rate of wear,
droop and change in out-to-out distance are substantially the same for both rail lengths.
(Text continued on page 986)
978
Rail
.20
.18
.16
.14
.12
.10
.08
.06
.04
.02
0
.20
.18
.16
.14
.12
.10
.08
.06
.04
.02
O
39-ft Rail
(average of 133 joints)
78-ft Rail
(average of 68 joints )
North Rail
• ^Top of Bars
o ©Bottom of Bars
/
P
/
f
/.
/^
y
/•
-^
>^
^
South Rail
/
i^
/•
/
•
>
>^
~^^
•'f/
y'
0
ir
0
> c
0 ^
r> 0
1- u
^ 0
^ u
^ 0
■5 U
[) C
0
n
c
u
C
vj r
0 li
0 ->;
^ 0
1- U
■) u
2 c
D 0
:> If
"> a
Fig. I -Change in Out-to-Out Distances at Middle of Joint Bars^
CaNW Ry.
Rail
979
C/5
O
c
o
I
<D
XI
E
o
.03
.02
.01
0
-.01
-.02
-.03
-.04
-.05
-.06
.03
02
01
0
-.01
-.02
-.03
-.04
-.05
-.06
39-ft Rail
(average of 133 joints)
78-ft Roil
(overage of 66 joints)
North Raii
o
^:
Sou t ti Roi
o
5
Q.
o^
Trofffc
Legend ! o ©Aug., 52
• •June, '5 3
O ojune,'54
Note: Comber readings ore token 1/2 inch from
roil ends.
Flg.2 -Top of Roil Comber in 34-1/2 inches,
C a NW. 1952
980
Rail
S3l|3U| Ul UOHDA3I3
Rail
981
22
Distance from Center of Welded Joint in Inches
12 8 4 0 4 8 12
22
+06
+ 04
Inches
+
o
O l\3
June 1953^^^^
^^
Si^ff**^''^
NJ
^iS=^
^^^
^^^.^^^^^^^'^^ ^June 19
54
Scut
1 Rail
^^^^--^^
C+D6
o
1+04
UJ
+.02
^
^
^"^^
•xj
iS^s^fc:
=^-^
^^^
""^^^^^^
0
^^^
Nort
T Rail
^^^-^
Traffic
+06
+04
+02
0
+06
+.04
+.02
0
Leaving
Receiving
Note: Profile elevations are the average of 10 welded joints of each rail.
Fig. 4— Welded Joint Surface Profiles on
78ft Rail, CSNW Ry
1953 to 1954
982 Rail
39- ft Rail
(average of 133 joints)
78-ft Rail
(average of 68 joints)
.20
North Rail*
To D of Bors
.18
V, .16
£ .14
u
= .12
S .10
o o Bottom of
Bars
w D8
1-06
E.04
w
^.02
S 0
-.20
0.(8
O.I6
^..4
O .12
c .10
;;.o8
S.06
t5 J04
/P
^
/
Y
/
^
V
lv1
South Rail
/
yy
'/
/
Q .02
0
l^
--i/
f
u
c
T) 0
r> C
- $
0 r
O
7>
r
I
(
M r
O I
D <
O
O \
J> (
O li
3> C
8 !
n <
0 r
J> c
1
Fig.5- Change in Out-to-Out Distances of Middle of joint Bars,
Penn RR.
^Note: Same change in top and bottom of bars of North Rail
from 1952 to 1953.
Rail
983
o
c
o
c
.t\J
E
o
O
.03
.02
.01
0
-.01
-.02
••03
*.04
-.05
-.06
.03
02
01
0
-.01
-D2
-03
-.04
-.05
.06
39-ft Rail
(average of 133 joints)
78- ft Rail
(average of 68 joints)
o
3
D
ID
North Rail
South Rail
Traffic
Legend: ^
-oAug., 52
• •June,'53
O OMay,'54
Note. Camber readings are taken l/2 inch from
rail ends.
Fig. 6 — Top of Roil Camber in 34-1/2 inches,
Penn RR, 1952
984
Rail
E 1-
UJ Q
If) in
(T> (T>
saqoui u| uo|)oa3|3
Rail
985
22
Distance from Center of Welded Joint in Inches
12 8 4 0 4 8 12
22
Leaving
Receiving
Note: Profile elevations are the average of 10 welded joints of each rail.
Fig.8-Welded Joint Surface Profiles on
78 ft Rail, Penn RR
1952 to 1954
986 Rail
Economics
On two stretches of 1 mile each on the Pennsylvania Railroad near Hamlet, Ind.
and West Lafayette, Ohio, respectively, where conditions are comparable between the
78-ft rail and adjacent 39-ft rail, an annual maintenance labor saving of $300 per mile
for the 78-ft rail is reported over a 3.5 year period. No use of material is reported on
either the 78-ft rail or the 39-ft rail.
Many installations of 78-ft rail have been made on unstable roadbeds where it is
difficult to make a satisfactory comparison with adjacent 39-ft rail on stable roadbeds.
The Louisiana & Arkansas reports that in 1052 it laid 10.0 miles of 78-ft, 115-lb rail
replacing 39-ft, 90-lb rail over a swamp in Louisiana, following which the track was
ballasted with slag ballast, whereas the original ballast under the 90-lb rail was washed
gravel. No doubt many factors were involved, but as a result of this installation passenger
train speed was increased from 60 mph to 75 mph.
Installations of 78-Ft Rail
Following are listings of known installations of 78-ft rail on American railroads,
exclusive of short stretches through highway crossings, along station platforms, over
ballast-deck bridges, etc.
Miles Layed By Years
1937
1943
1944
1945
1946
1947 1948 1949 1950 1951
1952 1953 1954 Total
1.0
10.0
2.0
10.0
2.0
1.4 9.0 4.0 13.5 ....
20.2 62.2 107.5 242.8
Miles Layed By Railroads
Railroads Miles
Central Railroad of New Jersey 8.0
Chicago & North Western 57.2
Chicago, Burlington & Quincy 137.5
Grand Trunk Western 5.1
Kansas City Southern 1 .0
Louisiana & Arkansas 10.0
Minneapolis, St. Paul & Saulte Ste. Marie 20.0
Pennsylvania , 3 .0
Union Pacific 1 .0
242.8
PROCEEDINGS
PROGRAM
Fifty-Fourth Annual Meeting
Palmer House, Chicago
•
Morning Session — Grand Ballroom — 9:45 to 12:00
Address of President G. W. Miller, Engineer Maintenance of Way,
Eastern Region, Canadian Pacific Railway
Report of the Secretary — Neal D. Howard
Report of the Treasurer — A. B. Hillman
Greetings from the Signal Section, AAR, T. W. Hays (Chairman),
General Signal Engineer, Union Pacific Railroad
Greetings from the Electrical Section, AAR, R. I. Fort (Chairman),
Electrical Engineer Equipment, Illinois Central Railroad
Address — Railroading As a Challenge, by R. G. May, Vice President,
Operations and Maintenance Department, AAR
Address — Railroad Interest in Atomic Energy, by Ray McBrian, En-
gineer of Standards and Research, Denver & Rio Grande Western
Railroad, and member of AAR Committee on Atomic Energy
Address — Railroad Research Centers on New Horizons, by G. M.
Magee, Director of Engineering Research, Engineering Division,
AAR
•
Afternoon Session — Grand Ballroom — 2:00 to 4:45
Bulletin
Reports of Committees Numbers
14 — Yards and Terminals 518
Address — Handling of Roller-Bearing Cars by Gravity,
by A. V. Dasburg, Transportation Engineer, Gen-
eral Railway Signal Company
16 — Economics of Railway Location and Operation 518
25 — Waterways and Harbors 518
Address — Fair Ploy in Navigational Clearances for
Bridges, by Paul F. Royster, Assistant to Under-
Secretary of Commerce for Transportation
9— Highways 518
20 — Contract Forms 518
II — Records and Accounts 520
989
990 Program
PROGRAM
(Continued)
•
Morning Session — ^Red Lacquer Room — 9:00 to 12:00
Bulletin
Reports of Committees Numbers
24 — Cooperative Relations with Universities 520
13 — Water, Oil and Sanitation Services 518
7 — Wood Bridges and Trestles 520
28 — Clearances 519
30 — Impact and Bridge Stresses 519
Address — Fillmore Tests of Static and Dynamic Effects
in a Bridge Consisting of Beam Spans Supported
on Concrete-Filled Pipe Pile Piers, by R. T. Blewitt,
Bridge Engineer, New York, Chicago & St. Louis
Railroad
8 — Masonry 519
15 — Iron and Steel Structures 520
•
Association Luncheon — Grand Ballroom — 12 Noon
Announcement of Results of Election of Officers
Address by N. R. Crump, Vice President, Canadian Pacific Railway
on the Railway Industry
•
Afternoon Session — Red Lacquer Room — 2:30 to 5:00
Reports of Committees
27 — Maintenance of Way Work Equipment 519
22 — Economics of Railway Labor 519
Address — The Engineer's Responsibility for the Future,
by W. W. Hay, Associate Professor of Railway
Civil Engineering, University of Illinois
Program 991
PROGRAM
(Continued)
Bulletin
Reports of Committees Numbers
1 — Roadway and Ballast 521
Address— Sand Pile and Sand-Filled Blast Hole
Methods of Roadbed Stabilization, by J. E. Griffith,
Assistant Chief Engineer Maintenance of Way
and Structures, Central Lines, Southern Railway
System
29— Waterproofing 519
17 — Wood Preservation 519
6— Buildings ' 518
•
Morning Session — Grand Ballroom — 9:00 to 12:30
Reports of Committees
3— Ties 519
Address — Progress in Tie Research Program, by G. M.
Magee, Director of Engineering Research, En-
gineering Division, AAR
5 — Track 521
Address — Maintenance of Railroad Crossings at
Grade, by V. C. Hanna, Chief Engineer, Ter-
minal Railroad Association of St. Louis
'^^^^^^ST'^^)^^^ °'' C°^*^"^°^M Panel Discussion on I ^21
Welded Rail Continuous Welded I
4 Rail |Rail and 78-Ft. Rail] 521
Closing Business
Installation of Officers
Adjournment
9Q2
Report of the Tellers
Report of the Tellers
Presented Wednesday Noon, March 16, 1955
We, the Committee of Tellers, appointed to canvass the ballots for officers and
for members of the Nominatinc; Committee, find the count of ballots as follows:
For President
G. M. O'Rourkc 1 ,.^20
■^For Vice-President
Ray McBrian 1 ,50!
For Directors (first four men elected)
E. J. Brown 9\1
F. R. Woolford '!.^^2
R. H. Beeder SIO
C. J. Code 761
G. L. P. Plow 735
W. T. Rice 710
J. F. Marsh 687
W. E. Cornell 590
For Members of Nominating Committee (first five men elected)
**A. B. Hillman 907
R. R. Manion 855
J. M. Trissal 85.?
E. L. Anderson 841
L. H. Laffoley 825
R. L. Mays 771
D. C. Hastings 741
J. N. Todd 667
F. J. Bishop 590
W. H. Huffman 532
Ten other miscellaneous votes were cast lor the various offices listed above.
The Committee of Tellers,
R. A. Bard WELL, W. M. Hager B. J. Richards
Chairman, S. E. H.unes, Jr. E. J. RorKEFELLER
Arthur Anderson E. C. H.arris J. P. Rodger
G. A. AusBAND C. I. Hartsell a. K. Rowntree
J. C. BussEY H. W. Kellogg H. M. Schudlich
H. B. Christianson, W. C. King J. A. Shearer
Sr. T. R. Kllngel R. M. Stimmel
L. E. Connilr 0. E. Mace L. E. Talbot
T. F. Creed, Jr. J. de N. Macomb T. A. Tennyson
S. M. Dahl H. C. Minteer A. G. Tompkins
J. C. DeJarnette, Jr. A. W. Munt S. E. Tracy
C. S. Graves W. S. Ray J. E. Wiggins
T. I. Gray J. E. Reynolds A. R. Wilson
* UndT the provisions of the Constitution, Wni. J. Hedlcy advances automatically from junior
vice president to senior vice president.
** Shortly after the convention. A, B. Hillman, because of unfore.seen circumstances, resigned
from the Nominating Committee, arid R. L. Mays, therefore, became a rnember of (he corrirriittee
automatically.
PROCEEDINGS
Running Report of the Annual Meeting of the American Railway
Engineering Association, March 15-17, 1955, Palmer House,
Chicago, Including Abstracts of All Discussion, All Formal
Action on Committee Presentations, Specific Papers and
Addresses Presented in Connection with Committee
Reports, and Other Official Business of the
Association
Opening Session — March 15, 1955
The opening session of the fifty-fourth annual meeting convened at
9:45 am, President G. W. Miller* presiding.
President Miller: Ladies and Kcntlcmen: Before I call to order the Fifty-fourth
Annual Meeting of our Association, I should like to invite your officers, directors, past
presidents, and certain special guests to join me at our Speakers' Tables. I shall be greatly
pleased if our two vice presidents wi'l join me at the high-level speakers' table at my
right, and if all of our past presidents present will join me at the high-level speakers'
table at my left. I would Tke to ask also that all of our directors and our treasurer
come up front and take their places at the second speakers' table directly in front of mc.
The name plates at the two speakers' tables will indicate the seating arrangement which
has been set up for j'ou.
Will the meeting please come to order? This is the Fifty-fourth .Annual Meeting
of the .American Railway Engineering Association, and the concurrent annual meeting
of the Construction and Maintenance Section of the Engineering Division, Association
of American Railroads.
Before proceeding with the many interesting features on our program, I want to
present to you those sitting at our two speakers' tables. As I call their names, I should
be glad if they would stand and remain standing until all have been introduced, and
I would ask that you kind'y withhold your applause until all have been presented. Com-
mencing at our high-level table on my extreme left:
C. G. Grove, president, .\RE.A, 1Q53-1054, and chief engineer, Western Region,
Pennsylvania Railroad, Chicago; C. J. Geyer, president, AREA, 1952-1953, retired vice
president- construction and maintenance, Chesapeake & Ohio Railway. T. A. Blair, who
has the next seat, was unable to be present with us; he was president in 1951-1952, and
is chief engineer, Santa Fe System, Chicago. H. S. Loeffler, president, ARE.\, 1950-1951,
assistant chief engineer, Great Northern Railway, St. Paul, Minn.; F. S. Schwinn,
president, .•\REA, 1949-1050, assistant chief engineer, Missouri Pacific Lines, Houston,
Tex.; C. H. Mottier, president, ARE.'\, 1948-1949, vice president and chief engineer,
Illinois Central Railroad, Chicago; .\rm.strong Chinn, president, .ARE.\, 1047-1Q48, presi-
dent. Terminal Railroad .Association of St. Louis, St. Louis, Mo.; A. R. Wilson, president,
AREA, 1936-193 7, retired engineer of bridges and buildings, Pennsylvania Railroad.
Now, on my extreme right, Wm. J. Hedley, junior vice president, AREA, and
assistant chief engineer, Wabash Railroad, St. Louis, Mo.; G. M. O'Rourke, senior vice
president, .ARP'-.A, and ;issistan( enizincer nutiiiti-nancc of \\;i\. illiimis Centra! Railioarl,
Chicago.
Engineer maintenance of «uy, Eastern Region, Canadian Pacific Railway.
993
994 Opening Session
The next two gentlemen will be introduced later.
A. B. Hillman, treasurer, AREA, chief engineer, Belt Railway of Chicago and
Chicago & Western Indiana Railroad; Neal Howard, Secretary, AREA.
At the lower level table, commencing on my extreme left: M. H. Dick, director,
AREA, editor. Railway Track, and Structures — western editor. Railway Age, Chicago ;
E. E. Mayo, director, AREA, and until recently chief engineer, Southern Pacific Com-
pany, Pacific Lines, with headquarters at San Francisco, Calif. Mr. Mayo is now vice
president of Southern Pacific Pipe Lines, Inc., a newly formed subsidiary of the Southern
Pacific, with approximately 800 miles of lines, carrying refinery products from Los
Angeles and the El Paso refinery areas to Tucson and Phoenix, Ariz.
S. R. Hursh, director, AREA, and chief engineer, system, Pennsylvania Railroad,
Philadelphia, Pa., is unable to be present with us today. Ray McBrian, director, AREA,
engineer of standards and research, Denver & Rio Grande Western Railroad, Denver,
Co]o.; E. S. Birkenwald, director, AREA, engineer of bridges. Western Lines, Southern
Railway System, Cincinnati, Ohio; H. B. Christianson, director, AREA, special engineer,
Chicago, Milwaukee, St. Paul & Pacific Railroad, Chicago; B. R. Meyers, director, AREA,
chief engineer, Chicago and North Western System, Chicago; G. E. Robinson, director,
AREA, engineer of structures. Lines West, New York Central System, Chicago; C. B.
Porter, director, AREA, assistant chief engineer, Southern Region, Chesapeake & Ohio
Railway, Richmond, Va.; C. H. Sandberg, director, AREA, assistant bridge engineer,
system, Santa Fe, Chicago ; W. H. Giles, director, AREA, assistant chief engineer, system —
construction, Missouri Pacific Railroad, St. Louis, Mo.; H. R. Peterson, director, AREA,
chief engineer, Northern Pacific Railway, St. Paul, Minn.
Your head table guests. (Applause)
I should now like to introduce to you two special guests at our speaker's table whom
I skipped over purposely in making the introductions thus far. I refer to the two gentle-
men immediately to my right, who are the chairmen of the two other sections in the
Engineering Division of the AAR.
I present, first, Mr. T. W. Hays, general signal engineer. Union Pacific Railroad,
who is chairman of the Signal Section, Engineering Division. (Applause)
I should now like to introduce the second of these gentlemen, Mr. R. I. Fort, elec-
trical engineer of equipment, Illinois Central Railroad, who is chairman of the Electrical
Section of the Engineering and Mechanical Divisions, AAR. (Applause)
I shall call on both of these men later for a few remarks.
Last, but not least, I want to give recognition to the ladies in the balcony who have
come in to join us at our opening session. We are honored and graced by your presence,
and hope that you will not only enjoy the features of our opening session but will feel
at liberty to drop in and look down on us during any of the other sessions of our con-
vention. I would particularly invite you to our closing business session on Thursday,
beginning about noon, when our new officers for the coming year will be installed. I want
you to know that you are also welcome to participate in our annual luncheon in this
room tomorrow noon.
Other features of the program set up for you have been brought to your attention
in your registration room on the third floor. We hope that you have a wonderful time
while you are here, and that you will come back another year.
The first official business of our annual meeting is consideration of the minutes of
our last annual meeting. These minutes were printed in Vol. 55 of the AREA Proceed-
ings, for 1954, a copy of which was furnished to each member, so unless I hear some
correction or objection, we will dispense with the reading of these minutes. Hearing no
corrections or objections, I declare the minutes approved as printed in the Proceedings.
Address of President Miller 995
Address by President G. W. Miller
Members of the American Railway Engineering Association, Ladies and Guests:
For many years it has been the practice at this opening session for the Association
President to make a detailed report on the important events of the current Association
year. During recent years, however, this has been increasingly unnecessary because our
monthly AREA News keeps us well informed and up to date. My remarks about the
past year, therefore, can be brief. I will also discuss some of our convention highlights
and, in conclusion, touch on future problems.
In every respect your Association has continued to move forward and supply the
railway industry with the important technical advice necessary to keep pace with other
modes of transportation. It has not been a year of startling accomplishments but one of
steady, healthy growth, all due to a continued high level of support by the industry,
and more particularly to the willingness of committee chairmen and subcommittee chair-
men to give freely of their time and effort. This has been stimulated by your officers
appropriately recognizing the efforts and results of men on all working committees.
In spite of a small decline in railway revenues and a slackening in construction,
the membership has continued to increase, and I am glad to report that on February 1,
the end of our membership year, we had 3278 members on the rolls, an all-time record.
This number includes 436 Life Members, 2381 Members, 274 Associates and 187 Junior
Members, the last two classifications having declined steadily since 195 1.
I am convinced that railway managements recognize the value of the work being
done by our Association ; otherwise we might have expected a decline in membership,
resulting from a decline in net earnings. During the past year, chief engineering and
maintenance officers were requested to review the inherent benefits which lie in Associa-
tion membership, with the result that more men were recommended for membership and
for committee work.
Our committees have become so active that the limit of 60 members was attained on 8
of them, and your officers promptly recognized the men on waiting lists by increasing
the limit from 60 to 70 men per committee. I am pleased to report that this year our
Association established an all-time record of 1078 members on 23 committees.
The work of these committees will be revealed to you during the next three days,
so I need not describe the many important matters to be discussed, as you have Bulletins
and programs to which you can refer.
With the beginning of the new calendar year 1955, your directors were quite con-
cerned about the possible effect of pass restrictions for business purposes, including travel
to committee meetings, by a few eastern railroads. I am happy to report to you that
there has been no noticeable reduction in committee attendance since these restrictions
were put into effect, and at least one senior engineering officer has laid down the policy
that AREA work must go on, and appropriate arrangements are being made to permit
its members to travel on other roads.
As this meeting proceeds, you will notice that committee chairmen are being honored
and recognized for their interest and effort on behalf of the Association. The new chair-
men will receive an attractive gavel, and all chairmen will be guests of the Association
at the luncheon at noon tomorrow. An honorary degree of membership has been estab-
lished for those who have rendered outstanding service on the Committee on Convention
Arrangements for 10 years or more. This committee is the force behind the scenes at
this convention.
Your Association's technical activities are outlined in 7 Bulletins, numbered 515 to
521 ; in the Manual Supplement to be issued after the annual meeting, and in the revision
996 Opening Session
(it its Poitlolid (it rrackwdik |>l.iiis. Rut, in .ifldilidti, v\c lin\t' piihlishcd ;infl solrl many
other articles and sijecilications ; in fact, o\er 2S,000 were sold during the past \ear.
Your treasurer wil' report iater resardinp; our financial position, which, I am glad
to say, is excellent.
Engineering research, which is sponsored by our committees, will be discussed by
G. M. Magee, director of engineering research. I must compliment the staff at the
research center of the Association of American Railroads for the sympathetic understand-
ing of our many maintenance problems which have been and are being solved in both
field and laboratory.
Now may I briefly draw your attention to our program, and particularly to two
of the convention highlights, both of which will be of interest to all.
The first is a discussion on the possible use of nuclear energy by the railroads. It will
be conducted later this morning by men who have done considerable research in this field.
The second is a panel discussion on the use of rail lengths greater than 39 ft. This
discussion will be by men who have .spent a lifetime on the subject and is sponsored
by the Rail committee and the Special Committee on Continuous Welded Rail. It will be
held in this room on Thursday morning.
In recent years there have been two questions raised about our convention programs
— why so little discussion and what can be done about it? The first is answered, I think,
by the lack of time in our program for discussion and the accepted fact that any subjects
reviewed by our committees are thoroughly discussed by a group of experts at the com-
mittee meetings. Possibly, also, some who are not members of the committee may feel
that they should not question a committee report without detailed consideration. These
points may be valid, but your officers feel that more discussion would be beneficial and
a specified time has been allotted in our program for questions. In fact, one-tenth of the
presentation time is allotted for discussion, and your presiding officer will draw this to
your attention at the end of each committee report, so please speak up.
Now, what of the future?
Recently, I was interested to learn that in 1905 there were only 78,000 automotive
vehicles operating in this country. Today there are over 58,000,000, and it is estimated
that 1 in every 7 persons is engaged in the automotive highway transport industry.
We had 25,000,000 horses and mules in 1905 but only 5^ million last year. I am
not sure how they were counted but in any event the comparison is quite interesting.
You see, a mule eats as much food as 2^ men, and as our population increased we just
had to find more food.
There were no civil aircraft in 1905, but today the number registered exceeds 89,000.
One subject brought into sharp focus by these statistics is the fact that competition
between the railways and other modes of transportation will increase and be keen in the
years to come. In 15 years the highways may be so crowded that the truck operator.-;
will be glad to ride piggy-back on our railway flat cars, and I believe it will soon be
very difficult to land a flock of cargo mail planes on our now too busy airports. We must
not assume, therefore, that all or even a portion of our freight traffic will be lost.
Since the turn of the century science and technology have advanced so rapidly and
in so many directions that it is almost impossible for anyone to forecast what will happen
SO years from now, but we can all look 5 or 7 years beyond 1955, and we have some
men on our committees who can see at least 10 to 15 years ahead.
The point I wish to make is that in the foreseeable future we will have stiff com-
petition which, in turn, may restrict the amount of money available for maintenance of
track and structures. We must determine, therefore, how the old hand tools, such as
S e c r e I a r >■ ' s Comment 997
the shovel, the pick and the spike maul can l)f tinned in lor credit. If you see a group
of men slowly pumping a hand car or mowing grass with a scythe, take notice, because
there are less costly means of doing this work. These are tangible ideas, and I am sure
you will see many machines at the National Railway Appliances Association exhibit at
the Coliseum which will suggest how work can be done more efficiently.
Now let us look at some of the intangible items of high maintenance expense.
Why do we paint our bridges so frequently? Surely there are synthetic, resinous
paints that will stick to steel for the life of the structure.
Our joint maintenance prob'em continues to be the most expensive item in preserving
the life of rail and joint ties, since rail lengths longer than 3Q ft cannot be secured from
the mills at this time. There might be a semi-flexible material that can be used to weld
the joint bars to each rail, just as two pieces of plywood are fastened together.
For years I have been able to read the time at night by looking at the luminous dial
on my wristwatch, but we on the railways still have to till the switch lamps with coal
oil once a week and replace a signal light bulb every 2000 hours. Can someone in this
audience devise a way of providing a unit to store up light during the day and give it
off at night, all with a fraction of the e.xpense we now incur?
But of all the problems that must be faced, the most difficult one is to lift ourselves
out of the groove between those two rails and look around to see where we are going.
As with all practical problems, we should concern ourselves with our life blood,
which must be kept virile. To help solve the problems of the future, we must recruit
more active young men into the ranks of our Association and our profession. No freak
of salesmanship and no financial pressure can suddenly create a group of adequately
trained engineers. They emerge irresistibly out of long, patient and sustained effort.
The future of our economic supremacy and of the railway industry will soon rest
upon the creative ability of our younger engineers rather than upon the rich, natural
resources we once possessed.
In conclusion, may I say that I am deeply conscious of the honor that has been
bestowed on your neighbor country to the north, in selecting one of its citizens to be your
president. I have counted it a great privilege to serve with the officers and directors
which the membership of the Association has selected.
No words of mine could adequately express the measure of assurance which I have
in the future of the American Railway Engineering Association — the quality of service
we have rendered in the past will surely permit our Association to continue to prosper
and increase its assistance to our industry. We stand at the threshold of many new
ventures, with the use of nuclear power, thermal heat storage of the sun's rays; in fact,
the whole horizon is charged with challenges to the engineer's vision, and his future is
limitless.
The challenge of the future is upon us.
President Mieler: At this time I would like to call upon our secretary for his report.
Mr. Howard, would you please present the report of the secretary of our Association?
Secretary's Comment
Mr. President, members and guests: It is good to have been your secretary another
year. It was a rugged year in some respects as you have continued to grow and have
taken on more and more, but it was an interesting \ear for me. It was a great privilege
and pleasure to work with your president and Board.
998 Opening Scss ion
We are all part of a great Association, and I am pleased to substantiate what Presi-
dent Miller has already told you — that the Association has had another good year.
Time will not permit me to detail the secretary's report, even if I would. Were I to
do so, I am sure it would cut Gerald Magee off the end of this morning's program, as
we so nearly did last year. I don't want this to happen again — and neither do you.
The secretary's report is all "spelled out"' in 16 pages of the March Bulletin, where
I am sure many of you will want to read it. Suffice it to say here as President Miller
has told you — our membership has further increased, standing at an all-time high, in spite
of the fact that we lost many valued members during the past year through death.
Membership on committees has further increased; committee activities and procedures
have expanded; your Board of Direction has adopted a number of innovations in Asso-
ciation procedure and has enlarged the .services of the Association; your Manual is in
splendid condition and enjoys its highest prestige; and your Association is in a sound
financial condition.
I do not ask that you take my word for any or all of this. Many of you already
know it, and it is all a matter of record. But for your satisfaction, I would like to quote
just a couple of lines from the report of the Association's long-standing, capable, inter-
ested and deep-delving auditors, who each year not only go over the books of the Asso-
ciation, but who take a critical look at all ot the Association's activities and frequently
come up with helpful suggestions or ideas. I quote in part from that report:
"It was a pleasure to us, as we are sure it was to you, to see the Association
have such an excellent year, and we hope it continues this year. During good
years it is sometimes difficult to find things wrong, so perhaps that is why we
have no recommendations or suggestions to offer at this time."
(Signed) C. A. Bick,
Vice President — Operations
Chicago, Indianapolis & Louisville Railway
P. D. Mitchell,
Travelling Auditor
Illinois Central Railroad
The fact remains that they couldn't find things wrong and had no recommendations
to make, which was a source of satisfaction to your secretary's office — and I hope also
to you.
Deviating from the program for a moment, Mr. President, if I may, if our auditors
are here this morning, and no doubt they are, looking for some opportunity to criticize
or improve operations, I would like to recognize them by asking them to stand — Mr.
Bick — Mr. Mitchell. (Mr. Bick was present and stood.)
I have already said that our membership, which totaled 3278 on February 1, is at
an all-time high. It is, but I am not satisfied that it is enough. This total of 3278 includes
only about 2350 senior members who are active in railroad service, which I am certain
is far from the saturation point in the interest of the Association, the railroads, and
railway engineering and maintenance officers themselves. It is disconcerting to me that the
personal columns of the trade publications each month list the names of highly qualified
railroad engineering and maintenance officers who have not availed themselves of mem-
bership. It is evident that we still have a job to do.
Neither am I satisfied that we are reaching properly and adequately the young
junior engineers who are employed by the railroads each year. Only 41 new Junior
Members were taken into the Association in the last year ended February 1, 1955, and
Treasurer's Report 999
.^9 the year before. We lost more than that number through resignations, or being
dropped. Assuming that these young men have entered railroad service to make the most
of it for themselves and their companies, it seems reasonable to believe that nearly 100
percent of all of the young technical graduates employed by the railroads each year —
apprised of the value of membership in the AREA — would want to make application for
membership.
Recognizing this situation, your Board of Direction is endeavoring to work out some
fool-proof plan wherein the value of AREA membership can be early brought to the
attention of every junior engineer employed by the raih-oads. In this we are not thinking
selfishly of the Association; we are thinking of the welfare of the young engineers them-
selves, their railroads and the railroad industry. But we are also thinking of the Asso-
ciation, because after all our Association is only a means to an end, and will continue
to be great only as it fulfills its purpose to the greatest possible extent.
In closing let me remind you that we in your secretary's office consider ourselves
your service department. There is much that we can do, and we are trying. There are
things that we can't do for you — things that you wouldn't want us to do even if we
could, but we stand ready to do everything possible to help you, to help the Association,
and to make the coming year even more successful than the past one.
President Miller: Thank you, Mr. Howard.
I'm sure that many members of the Association will want to read carefully the entire
report of the secretary as published in the March Bulletin, which was mailed about
March 1, and which will be in your hands upon your return home, if it has not already
been received.
The treasurer's report will now be presented by our treasurer, Mr. A. B. Hillman,
chief engineer, Chicago & Western Indiana Railway, and the Belt Railway of Chicago.
Treasurer's Report
Mr. President, members and guests: Examination of the Financial Statement, Report
of the Treasurer, and the General Balance Sheet for the Calendar Year 1954, as pub-
lished in the March issue of the Bulletin, indicates that the Association is in good financial
condition, thanks mainly to the unprecedented sale in 1954 of the reprinted Manual.
Total receipts for the year were .$17,745.96 in excess of total disbursements. However,
it should be borne in mind that the Association incurred a deficit of $9,034.79 in 1953,
due to Manual reprinting, which figure offsets in large part the excess receipts in 1954.
Also, whereas the General Balance Sheet for 1953 showed as assets a Manual inventory
item of $15,880, the same item for 1954 is only .$5,406.40, due to the depletion of this
inventory through Manual sales. Furthermore, total assets of the Association for 1954
were only S4, 786.89 higher than for 1953.
It is well that the year 1954 was an e.xcellent one financially tor the Association,
since, due to revision in the majority of the trackwork plans contained in the Association's
Portfolio of Trackwork Plans, and a depleted supply of those plans not revised, it will
be necessary to completely reprint the Portfolio of Trackwork Plans in 1955 at large
e.xpense. This reprinting will, no doubt, result in the .Association again in 1955, as in
1953, incurring higher expenditures than receipts. If the Association is also to finance in
1955 a recruitment brochure for distribution among the undergraduates of the engineer-
ing colleges and universities, as is proposed by your Committee 24 — Cooperative Relations
1000 Opening Session
with Universities, in its current report, it is a certainty that, financially, it will end the
year 19SS with a substantial deficit, which makes it all the more fortunate that the
Association had an exceptionally jjood year financially in 1QS4.
President Miller: Thank you, Mr. Hillman. I'm sure our members derive consid-
erable satisfaction from your assurance that our Association is in good financial condi-
tion, thanks largely to the sale of Manuals during the past year.
You have heard the reports of the secretary and treasurer. What is your pleasure
with i-espect to these reports? I shall be glad to entertain a motion that they accepted.
(Motion was regularly made and seconded that the reports of the secretary and
treasurer be approved; the motion was put to a vote, and carried.)
Tribute to J. M. R. Fairbairn and E. M. Hastings
President Miller: Our secretary has already made brief reference to the death
during the past year of a number of our valued members, and a complete list of these
members appears in the secretary's report. This list contains the names of two of our
Past Presidents and Honorary Members to whom we would like to pay special tribute.
I have asked Past President Geyer if he would present this tribute.
C. J. Geyer (Retired vice president — construction and maintenance, Chesapeake &
Ohio): Mr. President, gentlemen of the Association: At this time it is the privilege of the
members of this Association to pay loving tribute and respect to our associates and co-
workers in this Association who have passed on to their reward during the past year.
Forty-six members answered the call to the Great Beyond since our convention one
year ago. Included in this number were two of our outstanding members, John Morrice
Roger Fairbairn, retired chief engineer of the Canadian Pacific Railway, and Past Presi-
dent and Honorary Member of this Association. Mr. Fairbairn died May 27, 19S4. A
memoir in his honor appears in Bulletin 517, page 323.
Also, Edgar Morton Hastings, retired chief engineer of the Richmond, Fredericks-
burg & Potomac Railway, and Past President and Honorary Member of this Association.
Mr. Hastings died November 21, 1954. A memoir in his honor appears in Bulletin 521,
page 987.
Both of these gentlemen, each in his generation, served this Association with honor
and dignity, and with great benefit to our organization and its members, especially, to
our young men, Mr. Fairbairn as President in 1925-1926, and Mr. Hastings as President
in 1939-1940.
Our Association is blessed and is thankful for having had such men as our fellow
workers.
In the past year we also suffered the loss of one of our charter members, Mr. Frank
Lee Nicholson, charter member and retired chief engineer of the Norfolk-Southern
Railway.
Will you all please stand and offer one moment of silent prayer for all of our 46
departed comrades? (The audience arose).
Greetings From the Signal and Electrical Sections, AAR
President Miller: Since this is not only the annual meeting of the American Rail-
way Engineering Association, but also the concurrent annual meeting of the Construc-
tion, and Maintenance Section of the Engineering Division, Association of American
Greetings from Other Sections 1001
Railroads, it is hiphly appropriate that we should have invited to be with us again on
this occasion representatives of the other two sections of the Engineering Division,
namely, the Signal Section and the Electrical Suction. We continue to have a happy and
protitable relationship with these two sections, a relationship which I am sure will
continue long into the future.
The chairmen of these two sections have already been introduced to you, but I
should now like to recognize them further and give them the opportunity to say a few
words of greeting, should they desire.
The chairman of the Electrical Section is Mr. R. I. Fort, electrical engineer of
equipment, Illinois Central Railroad. Mr. Fort.
R. I. Fort: Mr. President, members of <he American Railway Engineering As.socia-
tion and guests: I bring you greetings from the Electrical Section.
Railroads are pretty much taken for granted in America, although they play such
a vital role in our economic structure. Just a bit over 120 years ago the first little "tea-
kettle" started running on rails, moving things and people. A half century was spent in
extensive building of new track into undeveloped territories. During the next half century
extensive development gradually changed to intensive improvement of facilities and
equipment.
I read an editorial in the Society of Automotive Engineers Journal recently which
quoted a member as saying that he views the future with an open mind and a degree of
optimism. Such a man attracts new ideas from his associates. They let him in on untried
ideas they arc not ready to prove. New projects are likely to be born in his presence.
Electronics has been noisily revolutionizing equipment, methods and processes over
the past 50 years, and now electronics itself is being revolutionized by a small gadget
called the transistor.
The transistor holds promise of making possible or practicable the use of electronics
to better control many machines now used by railroads. This and other technical devel-
opments are being explored by the Electrical Section to find applications for improvement.
The Electrical Section views the future with an open mind and a degree of optimism.
We are proud of our connection with your distinguished Association, and are ready to
assist you in any way possible. I appreciate the opportunity to come before you at this
opening session, and wish you well in your forthcoming deliberations. (Applause) .
President Miller: Thank you, Mr. Fort.
We should now be pleased to have a word from Mr. Hays, chairman of the Signal
Section, and General Signal Engineer of the Union Pacific.
Mr. Hays: Mr. President, members of the Association and guests: I appreciate very
much — as a representative of the Signal Section — the opportunity to attend your opening
session and to bring you the heartiest of greetings from our signal group, and the assur-
ance that we will continue to cooperate with you in all matters in which we are mutually
concerned. We hope our relations in the future will be as cordial as they have been in
the past. Thank you. (Applause)
President Miller: Thank you, Mr. Hays. We appreciate your being with us this
morning, and would be pleased if both you and Mr. Fort would remain with us and
participate in the features of our annual meeting to the extent that your time will permit.
Greetings From the National Railway Appliances Association
President Miller: As you all know, our friends in the railway supply industry
have prepared a large exhibit of materials, equipment and devices in conjunction with
our annual meeting, at the Coliseum, here in Chicago, under the auspices of the National
1002 Opening Session
Railway Appliances Association. We deeply appreciate this tremendous effort on the part
of our supply friends, and I should like to recognize at this time the president of the
NRAA, Mr. Jess Mossgrove, and invite him to the speakers' platform for a fev/ words
of greeting and perhaps an invitation which he may wish to bring to us to attend the
exhibits at the Coliseum.
Jess Mossgrove: Mr. President, members and guests: I want to thank you on behalf
of our association for this opportunity to extend our greetings to your Association at
the opening of your fifty-fourth annual convention.
We invite you to come and see us at the Coliseum, not once, but many times, to
inspect the equipment and material we have on display there, and to visit with your
many friends among the railroad supply fraternity.
We have prepared for your inspection a very elaborate and comprehensive display
of equipment, and you will find there many new and improved machines to consider.
Our show this year is an assured success as far as space rentals are concerned, as we
have filled both the Coliseum and Annexes. To have a complete success, we need only
your attendance, and we are hopeful that you will find the time to come and see us,
often, early, and to stay late.
I believe you are all familiar with the existing agreement between our association
and our companion associations — Track Supply and Bridge and Buildings — whereby
exhibits are spaced every 18 months, alternating between our association in March and
the Track Supply and Bridge and Building jointly in September. Your Association, the
Roadmasters' and Maintenance of Way Association of America and the American Rail-
way Bridge and Building Association have been most cooperative, and have indicated
their approval of this spacing of exhibits.
We are most grateful for your cooperation and understanding. Your Association
and ours have worked together harmoniously for a good many years, and the ties that
bind us ever closer together have become stronger as time goes on. It is really an honor
and a pleasure to work with you, and to supplement your efforts in every way that
we can to provide the finest in equipment for the world's finest railroads.
Our best wishes, gentlemen, for a most satisfactory and interesting convention, and
we'll be looking forward to seeing you at the Coliseum. Thank you. (Applause).
President Miller: Thank you, Mr. Mossgrove. Your association has set up a won-
derful exhibit, which I had the pleasure of seeing yesterday. I know you can count on a
visit from all of our members. In fact, I think you'll wish you had a larger building
before the week is out.
Since the American Railway Engineering Association functions also as the Construc-
tion and Maintenance Section of the Engineering Division, AAR, within the Operations
and Maintenance Department of that Association, we are very pleased to have with us
again this year, to bring us a timely message, Mr. R. G. May, vice president of the
Operations and Maintenance Department, AAR.
You will recall that Mr. May was with us at our annual meeting last year, having
become connected with the Association of y\merican Railroads in 1953, in his present
capacity, succeeding our good friend, J. H. Aydelott. Mr. May is an engineer by training
and experience, and came to the Association of American Railroads from the New York
Central System, where, at the time, he was vice president in charge of operations and of
maintenance. We are pleased and honored to have Mr. May with us again this morning.
He will address us on Railroading As a Challenge.
^___ Address of Richard G. May 1003
Railroading — A Challenge to Engineers
By Richard G. May
Vice President, Operations and Maintenance Department,
Association of American Railroads
One year ago it was my pleasure to appear before the American Railway Engineering
Association for the first time. We were then in a period of declining traffic as a result
of adjustment from a wartime to a peacetime economy. With decreased carloadings and
revenues, many of the railroads in areas more seriously affected were reviewing their
maintenance programs with a view toward effecting essential economies. They were also
taking a long look at the whole problem of roadway costs. For when railroad manage-
ments are confronted with problems, they are not so fortunate as, say, a Chicago White
Sox pitcher facing Ted Williams or Mickey Mantle. The pitcher can turn to the dugout
and, generally, if he has loaded the bases, is waved to the showers. The railroad manager
must stay in there and pitch all the harder.
The railroads met the economic problem and pitched their way out, and the prospects
today are very much different. Carloadings are on the increase, and the picture is gen-
erally brighter and more optimistic. We cannot, however, take the leveling out of one
short, though severe, sag in the economic curve as having permanently solved the problem.
It is for this reason that I have chosen as my topic '"Railroading — A Challenge to
Engineers."
The record shows commendable accomplishments by the professional raih'oad en-
gineer. The engineer of the early part of the century accepted and met the challenge of
that time — the challenge to extend trackage over all the nation, to reach potential indus-
trial areas by the most favorable routes, and to provide building sites for industries to
come. Favorable routes permitting economic construction and operation were necessary
to compete with other railroads and the waterways. The engineer of that time realized
that rail transportation was a national and perhaps international necessity — that free inter-
change of traffic over a national rail network was a must. This was brought about by
standardization of track gage and equipment.
There was no time, however, to bask in the glory of accomplishment. It was around
that time that motor vehicles began to appear. And a short time later came the airplane.
With the wisdom of hindsight, we now laugh at the fact that neither the airplane nor
the automobile were taken seriously at their early appearance. But few then thought
that they would develop to the place where they would be considered a necessity for
transportation.
The thought has been expressed in some areas and among some groups that busses,
trucks and airplanes have made such serious inroads in the railroads' traffic that we arc
part of a static industry. We cannot agree that railroading is a static industry. Nor can
anyone else who has beheld the immense changes wrought in railroad plant and operating
practices during the last few years.
But growing competition has posed a wholly new challenge to the members of your
profession. To take one concrete example; we are all familiar with the experiments to
carry first-class mail by air and much short-haul mail by trucks. These items are worth
our consideration, since their effect will again tax the imagination, incentive and initiative
of the railroad officer, as well as increase the responsibilities of every employee, in an
effort to retain such traffic.
The engineer can no longer isolate himself and deal only with design layouts, cost
estimates and preparation of reports. He must have a broad knowledge of all items per-
1004 Opening Session
taining to the industry and detailcrl knowledge of his own railroad. H*" should know
the nature of his railroad's traffic, the services provided, and any weakness or dcfiriencies
in the physical characteristics of the road which detract from service or add to operating
costs. To know this, he should be familiar with statistical data of train and yard opera-
tion. He should be familiar with all groups of accounts included in the total operatini;
ratio. Such knowledge forms the firm base on which constructive action is built.
The engineer familiar with yard and road operation can find many ways of simplify-
ing and expediting switching by rearranging crossovers and other tracks in yards. Studies
of road operation will enable him to recommend improvements which will also contribute
toward superior service.
It would take considerable time to enumerate all of the duties and responsibilities
of the engineer, but there is one very important challenge which I would like to single
out for comment. The success of a good administrator depends in part on ability to
develop well trained personnel. He must prepare to fill vacancies in his own department
and, in addition, be prepared to furnish talent elsewhere if requested. Many railroads
today are recruiting operating and maintenance personnel from the engineering ranks.
Some have been successful in securing students to work on a vacation or part-time basis
to develop their interest in railroading as a career, and have been able to employ some
of these students on a full-time basis after graduation. As an aid in interesting under-
graduate engineers in railroading, the AREA is now preparing a brochure about the
railroad field for distribution in technical schools.
Railroading needs qualified engineering specialists — for, as I said before, there can
be no question but what the railroad industry is an expanding, vibrant industry, full of
technological change. In 1921 railroads handled 309 billion ton-miles of freight — and,
in 1953, 609 billion ton-miles. This doubled traffic was handled with 578,000 fewer
freight cars and 32,000 fewer locomotives.
During the same period the trackage protected by automatic block signals increased
from 62,445 miles to 110,404 miles, and centralized traffic control was installed on 22,1 ! 2
miles of track. The improvements during this period made it possib'e to develop an
efiiciency of operations with a resultant economy that permitted rates to be maintained
at a competitive level with forms of transportation which enjoyed the lopsided advantage
of having part of their costs paid by govemmxcnt through subsidy.
The competitive challenge is now confronting us on many fronts — over the road,
on inland waterways and in the air. One example of the seriousness of this situation is
pointed up by the SlOl billion highway program recommended by the Clay Committee.
An essential part of this proposal is an interstate system of about 40,000 miles of super-
highways. For just this one big segment, the Federal Government is being asked to spend
$25 billion in 10 years. Additional expenditures for other road systems would raise total
Federal spending to some $31 billion. If you don't think that's a lot of money, consider
this: the Federal share alone is more than the net investment of the entire railroad
industry, a business more than a century old.
I would like to emphasize that railroad men are no less in favor of good roads than
their neighbors, for we are motorists, too. But as both railroaders and motorists, we
believe that heavy vehicles should begin paying charges for the use of public highways
which are realistically related to vehicle weights and mileage traveled. Railroads move
vast quantities of freight over their own steel highways, which they build and maintain
themselves — and on which, in addition, they pay hundreds of millions of dollars in
property and other taxes. While heavy trucks may be unable to build their own high-
ways, simple justice to taxpayers and other highway users requires that they pay user
Address of Richard G. May 1005
charges which take fully into account the abnormal weights they impose on roads, the
abnormal use they make of them and the abnormal costs they necessitate in road building
and maintenance.
Unless some such adequate user charge is included in plans for vast highway spend-
ing, heavy trucks will continue to pay far less in road-use taxes per ton-mile of travel
than passenger car owners, and the average citizen's dream of free-wheeling down the
open highway may well turn into a nightmare of dodging huge trucks on crowded
freight-ways. For super-highways are bound to attract super-traffic in the form of
super-trucks.
There is, of course, one practical alternative that public transportation authorities
might well consider. But perhaps it's too obvious — like being unable to see the forest
for the trees. That is, no way has yet been developed to match rail transportation in its
ability to move great numbers of people and great quantities of goods rapidly and
smoothly, both within crowded cities and over the countryside.
Knowing this is one of the reasons why I have confidence in the railroads' future.
I take confidence, too, in the fact that, more and more, people seem finally to be realizing
that all forms of transportation arc interrelated — that you cannot subsidize and promote
some without damaging the other. Perhaps it is not too much to hope that the day is not
far away when the railroads will actually be allowed to compete with other carriers on
an equal basis.
There is still another thing that inspires confidence in the future of railroading — that
is, the immense progress we are making in developing new things to use in railroading.
Research is going on within the industry at an unprecedented pace. Exciting changes
have been forged and still more exciting changes are ahead of us.
On the basis of present progress, if you project your imagination into the future —
to 1975, for instance — here are some of the things which you would probably see in
railroad use:
Passenger cars are lighter and faster, fully cushioned against shocks. Locomotives,
too, are lighter, with far greater horsepower in relation to weight. Freight cars include
many specialized types, with one group carrying the bulk of intercity truck-trailers by rail.
Electronics provide the key to fast, safe train operation. Electronic signals are trans-
mitted from the locomotive, with track receptors returning the signal to indicate the con-
dition of track ahead and setting switches accordingly. Dispatchers direct train move-
ments over many miles by setting switches and signals by remote control. In yards, whole
freight trains are rapidly classified and switched by electronic machines which combine
closed-circuit television and ingenious communications devices, and function on the basis
of coded information.
With higher train speeds, track is built with better wear and riding qualities, and is
kept free from even small irregularities. Track maintenance and replacement have become
fully mechanized. Large projects are performed by huge machines which in one pass
dismantle the track ahead and leave behind completely reworked track, ready for high-
speed service.
In the field of management control, we find electronic "brains" receiving, evaluating
and coordinating with lightning speed a great flow of facts from all over the railroad,
feeding highly condensed reports to administrators by facsimile. Yesterday's performance
thus becomes known to management today, and decisions and instructions become effec-
tive tomorrow. Past, present and future merge into one smooth flow of efficient per-
formance based upon up-to-date knowledge.
/
1006 Opening Session
While many of these devices and practices may seem somewhat in the dream stage,
most are not at all hard to imagine. Some are already in service, in fact. Some are in
use in other industries and need only to be adapted to railroading. Still others are
undergoing advanced development.
Of course, this railroad of the future is not going to "just happen." It's up to you
engineers to meet the challenge, constantly improving facilities and equipment and organ-
ization to make it happen. I'm certain that the railroads, if granted anything like an
even break by public authority to compete for traffic, will make sure it does happen.
In the transportation race, the railroads are now three laps ahead of the next runner.
In other words, railroads now handle three times as much intercity freight traffic as our
nearest competitor. Still, all the others combined have almost evened the score — and
we must remember that pressure is always on the front runner to maintain his lead.
As railroad men, we must strive for constant improvement if we are to continue in the
forefront of transportation. I, myself, have no doubt that we will.
President Miller: Thank you very much, Mr. May. You are indeed correct in
saying that railroading presents a real challenge to those responsible for its welfare.
I'm sure you may rest assured that this Association and the engineers here assembled
will do everything possible to meet this challenge.
It is quite evident that the engineer today must not only take an interest in his own
work, but must see what is going on about him, because all other industry is advancing
very rapidly. They have their own research laboratories. We must know what they are
doing. So it seems to me that the engineer must not only take an interest in his own
work, but also take an interest in what is going on at the airport and on the highways,
so that he will be in a position to meet further challenges which are being developed
by these other modes of transportation.
As you have no doubt noticed from the program printed on your registration cards,
there are several other important items to come before this opening session. I refer par-
ticularly to a discussion on the Railroads' Interest in Atomic Energy, also comments by
Mr. Magee, director of engineering research, on the extensive research work being carried
out for our committees.
I know that all of you will be highly interested in these two further features this
morning, but before they are presented, I should like to interrupt our proceedings briefly
to permit the Railway Age to take its usual convention photograph.
(Taking of convention photograph by Railway Age.)
President Miller: As we continue our morning session, I would like to excuse at
this time those sitting at the speakers' table, with the thought that they will find it more
comfortable and enjoyable to be seated in the audience during the remainder of the
session. So you men at the two speakers' tables may retire to the audience.
Railroad Interest in Atomic Energy
President Miller: Since the next feature of our program deals with railroad interest
in atomic energy — which is of interest to the mechanical departments of the railroads
as well as to their engineering departments — we have been pleased to invite to the speak-
ers' table a representative of the Mechanical Division, AAR, whom I should like to
present to you. I refer to Mr. William M. Keller, executive vice chairman and director
of research of the Mechanical Division. (Applause).
Will Mr. Magee please come to the platform?
Railroad Interest in Atomic Energy 1007
No one knows the far-reaching effect that nuclear energy may have upon industry
generally, and the railroads in particular, but I can assure you the railroads are deter-
mined to keep abreast of developments in this field, and alert to the possible applications
of this new type of power to their various operations. Possibly the railroad man best
informed on this subject is one of our own members, and a director of the Association,
Ray McBrian, engineer of standards and research, Denver & Rio Grande Western Rail-
road, and a member of the AAR Committee on Atomic Energy. Accordingly, I shall now
turn the meeting over to him.
Mr. Ray McBrian (D&RGW) : Mr. President, members of the Association, ladies
and gentlemen: Last year when I was approached about the possibihty of presenting this
subject to you, I met with Dr. Lawrence R. Hafstad, who was at that time director of
the Reactor Division of the Atomic Energy Commission, and asked him to address our
convention. Dr. Hafstad consented, and, in fact, was very desirous of being here to give,
in an informal panel discussion, his views on what the railroads should be doing in their
interest with respect to atomic energy. Before the first of the year Dr. Hafstad left the
Atomic Energy Commission and became vice president in charge of the Nuclear Division
of the Chase National Bank. Before we knew — and before he knew— what was happening,
he was sent on a mission to India.
He called me on the phone and said that he regretted very much his inability to be
here, but that he had selected as a substitute a speaker who had been associated with
him on the Atomic Energy Commission. He referred to Col. Ralph L. Wassell of the
Department of the Air Force, but said that since it would take a little time for clearance
of this matter to come through, we couldn't make the official announcement prior to our
convention. It is for this reason that our program reads "Railroad Interest in Atomic
Energy" by myself. It wasn't until about a week ago that the Secretary of Defense
finally approved Col. Wassell's appearance on our program. Col. Wassell is a graduate
of the University of Oklahoma and of Stanford University, and is now assigned to the
Industrial College of the armed forces. On finishing his present assignment. Col. Wassell
will go back to the Atomic Energy Commission.
Dr. Hafstad told me that Col. Wassell, like he and I, had some very definite ideas
as to the role the railroads should be playing in this field. In talking this over with
Col. Wassell, it was agreed there would be no prepared paper, but that it would be
strictly an informal discussion in which I would ask a few questions and he would give
his views — his own personal thoughts.
It is, therefore, with great pleasure that I bring to you Col. Ralph L. Wassell, United
States Air Force.
Col. Ralph L. Wassell: Thank you very much, Ray.
Mr. President, members of the Association, and guests: I am delighted to have the
opportunity to be here and to participate with you in this meeting today. I am particu-
larly gratified to see an organization of this sort, the AREA, representing the railroad
industry. This group, meeting here today, symbolizes graphically to me the strength of
the segment of United States industry represented by the railroad business.
Atomic energy is an extremely complex subject. It is an orphan child, really, born
during the war-time condition of World War II that is now among us. Whether or not
it remains an orphan, when looked at from the viewpoint of industry, depends on you
people. Specifically — with regard to the railroad industry — what you people decide to do
with it, whether you take it in and train it and utilize it, or whether after a look at and
evaluation of it, you feel that it should go back to the orphanage, is your problem and
vour decision.
1008 Opening Session
MR. McBRIAN: Col. Wassell, what do you feel the railroads can do
to help develop their knowledge in the field of atomic energy?
Col. Wassell: Perhaps to get started on an informal discussion of the subject, the
first thing I should do is to describe just what atomic energy is, in laymen's terms.
It can be looked at as a fuel, and as a new source of energy. That primarily is what
it represents. However, as more is learned about it, I'm sure that in the broad field of
scientific technology we will find many and diverse applications for the use of atomic
energy other than just as fuel or energy to supply power.
I believe it has been said, at this meeting, that one takes the railroad industry almost
for granted. I must admit that I probably have done so — the railroads are just there and
I use them. But in considering the total national energy consumption of this country, the
railroad industry uses about 8 percent of the total to play its part in creating our present
gross national product. This alone is reason enough for the railroad industry to have a
primary interest in what happens in the use of atomic energy.
I believe that the many by-product applications of atomic energy — its use other
than as a fuel — will have sufficient impact in the future upon the entire economic struc-
ture of the country that the railroad industry will be well served to acquire a thorough
knowledge of atomic energy so as to evaluate this impact in terms of the services the
railroad industry may need to perform. For example, radiation-induced chemical reac-
tions may well accelerate an already vigorous and rapidly growing petro-chemical indus-
try, thus creating new processes, new products and new activities not now present in the
economy which, in turn, may represent NEW railroad business. The overall pattern
of United States energy consumption shows an extremely strong preference for liquid
fuels. Atomic energy may well play a part in supplying the energy required to convert
solid fuels (oil shales and coal) to a more preferable liquid form, thus affecting in a
significant way the total quantity of available liquid fuels. This would be of economic
significance to the railroad industry.
It seems to me that in tackling the job of getting started in this new field, each
segment of industry must draw from within its own personnel resources. One of the
fastest and most realistic ways of going about this is to take some of your own engineers
— your mechanical, electrical, civil and chemical engineers — who have been with you just
long enough to get a feel for railroad engineering problems, and send them to schools
offering training in this new field. A leave of absence for a year or two on the part of
promising individuals, sent to nuclear engineering courses at our universities would be a
very good thing in developing your own know-how and your own ability to judge the
merits of how useful atomic energy can be for your purposes.
MR. McBRIAN: Col. Wassell, is the technology of atomic energy far
enough along that we should start its use immediately, or at least start our
studies immediately?
Col. Wassell: If we look back, it is over 10 years now since the government first
began vigorously exploiting the field of atomic energy, primarily for national security
purposes. In so doing, a vast wealth of by-product information and knowledge has been
gained in the basic science and technology which is essential to support any practical
application for industrial u.se. In other words, the handbook information is being devel-
oped, and a large amount of it is already in existence.
One way to get a perspective of the status of the technology today would be to
discuss for a moment the Atomic Energy Commission's S-year reactor program that
has been approved by the Joint Congressional Committee. This is a program to build
experimental reactors over the next 5 years which will be sufficiently different in design
Railroad Interest in Atomic Energy 1009
features to cover a broad scope of possible desiiins that will convert atomic ('ni'r^;> to
heat so it can be used to generate power.
First of ail, let's discuss for just a moment some of the fundamentals of the subject
of atomic enerfiy concerning the fission process.
We might describe the device designed to use atomic energy as being analogous to
the fire box of a boiler or the combustion chamber of an engine. But in the case of
atomic energy, the process of obtainina; the available energy is the fis.sion of fissionable
fuel instead of the chemical combustion of powdered coal or oil. In the fission process,
every time a fissionable atom is fissioned, it splits apart into two fission fragments (the
atomic ashes) plus other radiation energy that is released. The energy released by this
fission of the atom shows up in the form of kinetic energy of the two fission fragments.
This kinetic energy is converted to heat immediately just by friction of the two fission
fragments colliding with the atoms of material adjacent to them when the fission occurred.
As a result of the fission process heat is generated just as in the case when combu.stion
of coal or oil occurs.
The total energy in each fission is about 80 percent in the form of heat as just
described and about 20 percent in the form of electromagnetic radiation. It is this latter
characteristic of the energy released that presents the difficulty in handling a reactor as a
practical machine or a practical fire box for, say, a turbine power plant or other type
of application.
The nature of this radiation is such that it is harmful to life, and one must take
measures in the design of a reactor machine to protect the personnel that will utilize it
for whatever purpose it is designed.
MR. McBRIAN: Col. Wassell, I know you have given some thought to
the possibility of the railroads' using this power. Would you mind giving us
some of your personal ideas as you explained them to me, regarding what
we might do, and the form of studies that might be made?
Col. W.assell; Of course, there is the potential possibility of using the reactor, com-
bined with turbines or conventional types of engine equipment, to provide direct motive
power. There are even other ways in which the railroads might well consider these
applications as they gain knowledge and judgment in this field.
I believe it was mentioned by a previous speaker here that it is reasonably realistic
to look 5 to 7 years ahead, and that some people can look even further — 10 to 15 years.
It is in this latter realm that one must really look at the subject of atomic energy, because
it is so new. I shudder to think of the total number of problems that must be solved
before atomic energy can be added up in dollars and cents for its practical use in the
business and economic sense.
The possibilities that have occurred to me in considering uses of atomic energy were
really motivated by the interest that the electrical industry has displayed in this field.
They are strong and active; when one hears the subject of atomic energy mentioned, he
almost immediately thinks of the electrical field.
I am sure that in the future we will see the use of atomic reactors in plants for
generating electric power.
During my studies in the Industrial College, when we were looking at the over all
picture of military mobilization requirements and industry support of it, the thought
occurred to me that the electric power distribution system could be duplicated or added
to if the railroads were electrified and they sold excess electric power throughout the
communities they now provide with transportation service. A study might be made of
1010 Opening Session
the long-range economic feasibility of this concept, utilizing atomic energy to generate
the power.
The thought has also occurred that in such overhead tower structures as would be
required for the transmission of power, there might be excellent space to rent or utilize
directly for microwave communication systems. Therein you might have the possibility
of renting space to the communications industry of the country. This would possibly
result in a broadening of the network of power distribution and promote the general
economic strength of the country. However, I would like to point out, again, that this
is only a concept, and a study by your own people would have to be made to see if it
made any sense at all.
MR. McBRIAN: Col. Wassell, isn't there also some possibility of micro-
wave transmission of power that might conceivably come out of such a
study?
Col. Wassell: Theoretically, I believe this might be possible — that one might
eventually find a means for the transmission of power in this manner.
MR. McBRIAN: In closing, Colonel, could you give us the benefit of
what you would do if you were in the railroad industry, in order to get
started immediately?
Col. Wassell: It seems to me that you are in an excellent position through this
very agency, this very Association, to initiate active work in a planned program of train-
ing, first among your young engineers who have promise. You might get them into
schools and into association with such organizations as the Atomic Energy Forum,
although, as I understand it, they are predominantly interested in the electric power
industry's problems. Through this organization you might establish the equivalent of the
Atomic Energy Forum if you choose. You could get on with the question of your own
education in the subject itself, and proceed — if in the judgement of your engineers that
it is desirable — into active participation in this entire field.
MR. McBRIAN: Isn't it true, Col. Wassell, that under the present
Atomic Energy Act we can initiate study contracts?
Col. Wassell: Yes. In the 83rd Congress, last year, the Atomic Energy Act was
amended for the simple purpose of facilitating a greater degree of participation by
industry as a whole in the entire field of atomic energy.
We are still faced with the national security problem, and the weapons program,
and the Atomic Energy Commission, as such, must consider this aspect of atomic energy.
But at the same time it must, through the policy of the government, and as expressed
by the President in his plan for the peaceful use of atomic energy, fully support and aid,
where it can, the legitimate and direct interests of industry.
Mr. McBrian: Col. Wassell, this has been an excellent presentation of your personal
views. I might mention, as I did to you, that beside the field of atomic energy for power,
there is the unlimited field for the use of the by-product for inspections, for chemical
reactions, and for work on fuels. These offer great possibiliites.
Thank you very much Colonel for your presentation to us.
Col. Wassell: Thanks very much, Ray. I can't overstress that the real way to
approach this matter is for your own engineers to get into it and do it. (Applause)
President Miller: Thank you, Mr. McBrian and Col. WasseU, for a most inter-
esting and challenging discussion of this important subject. We particularly appreciate
your being here, Col. Wassell, and your important contribution to our program.
Address of G. M. Magee 1011
I am sure that the railroad field will not be found wanting when it comes to taking
advantage of any new type of power, be it atomic or otherwise, which will improve the
efficiency' and economy of its various operations.
President Miller: At this time I would like to introduce to you three men who
have just come into our room. When you go out to the Coliseum you will see a series
of three flags around the balcony. You will find the Canadian flag, the United States'
Stars and Stripes, and the Mexican flag. So it is a pleasure for mc a.*; your president,
as a Canadian, to introduce to you three men from Mexico. I shall be filad to have them
stand and be recognized.
One of them is Mr. Luis Moreno, assistant general manager, maintenance of way.
National Railways of Mexico. (Applause). Another is Mr. J. E. Perez, chief engineer
of the National Railways of Mexico. (Applause).
Now I am going to ask the third gentleman, Mr. Del Paso, if he would come to the
microphone and say a brief word to our audience here on behalf of the railways and
the supply industry in Mexico. I understand that Mr. Del Paso is what we call a
supply man. We'll be glad to have a brief word from him.
Mr. Del Paso: Thank you very much. My friends from Mexico tell me to brinp:
the greetings from all the Mexican engineers and the National Railways of Mexico, and
we hope that all of you can visit us some time in our country. Thank you. (Applause).
President Miller: To supplement the detai's of the various research projects beinji
conducted under the sponsorship of our committees, which will be brought out during
the report presentations of these committees, we now want to give Mr. Magee, director
of engineering research, AAR — under whose direction all of this research is being carried
out — an opportunity to highHght the work of his staff during the past year, and to
help us visualize the scope and character of the work planned for the year ahead.
Without further comment, I would like to introduce to you Mr. Magee, who will
speak on Railroad Research Centers on New Horizons. Mr. Magee.
Railroad Research Centers on New Horizons*
By G. M. Magee
Director of Engineering Research, Engineering Division, AAR
There has never been a period in the history of railroading when research has been
so actively and wddely probing into new fields for improvement in railroad practices
and techniques. Confronted with intensive competition, which is healthy, but hampered
in meeting that competition by subsidization of competitors and almost strangulatory
regulation, a challenge faces railroad management which calls for the marshalling of all
available reserves. To that end railways and railway supply companies arc now engaged
in a tempo of research into new horizons that is truly amazing.
Railway revenues annually approach .SIO billion. Railroading is one of the large
private enterprises in the United States. Its product is a service. It is not in the manu-
facturing business, and this has an important bearing upon the respective fields of research
of the railway industry and of the large number of industries that supply the railways
with the materials and equipment they must have to provide this service of transporta-
tion to the public. For this reason we feel that it is our job to ascertain what our require-
ments are and to what extent they are being met in the light of what is available today.
We depend upon the vast potentialty of research by the railway supply companies to
* This address was illustrated with colored slides.
1012 O p c n i n K S e s s i o n
develop and manufacture materials and equipment needed to meet these requirements.
For this reason a true picture of research activit\' in the railway industr\' today must
encompass not only what is done by the railways but also what is done l)y the railway
supply companies, the latter being in effect by far the most important and significent
share.
The Association of American Railroads is a voluntary association of railway com-
panies formed to promote matters of common interest to all its railway members. One
of the most important of these is the conduct of research. In order to meet this objective
the first building of its Research Center was completed in March 1950 at a cost of
$600,000. The site for this Research Center was selected on the campus of Illinois Insti-
tute of Technology in Chicago in its new Technology Center Development. A second
building was completed in October 19.'>4 at a cost of $400,000, and a third building is
now being contemplated. It is envisioned that still two additional buildings will be
required in the not too distant future.
The Research Center fulfills three important functions for the member roads of the
Association. First, it conducts research as required by Association committees composed
of railroad men to develop information needed for the establishment of recommended
practices, specifications for materials, the design of component parts of track, st'uctures,
and rolling stock, and methods for packaging and loading. Second, it provides a specialized
staff and equipment available to its member roads on an out-of-pocket cost basis to
assist them in the solution of problems that may be peculiar to their individual railway.
Third, it will upon request of member roads make an investigation of proprietary prod-
ucts offered for railway use and issue a factual performance report on the product to all
member roads as information only, without any specific recommendation for or against
the use of the product. It will be observed that this research plan of the Association is
designed to encourage research on the part of supply companies by informing them
of the requirements and recognizing the merits of their developments.
The responsibility for so-called acceptance testing to meet established specifications
is left to the individual member road. In addition, many member roads conduct research
in these own laboratories on matters in which they are particularly interested, and the
Research Center serves as a medium for making the information so developed available
to other member roads.
In general, facilities made available at the Research Center are of a type pecuMar to
the conditions of railroading and are not generally available in the research laboratories
of universities or research foundations. These comprise testing machines designed to
subject materials and component parts to the types of year, stress, shock and vibration
that would actually be encountered in railway service conditions. Included in this cate-
gory are rolling-load machines which can subject a full-size assembled rail joint to the
same number of repetitions of loading and range of loading in a few weeks time that it
would receive in track in a period of 15 to 30 years. This machine may also be used for
testing of butt-welded joints for use in continuous welded rail. Other rolling-load machines
are used for evaluating the performance of tie pads for preventing the cutting of ties
by tie plates — one of the principal factors in shortening the life of treated hardwood
ties. Another such machine is being used to determine the best techniques and procedures
for building up battered rail ends by welding. Other similar rolling-load machines are
used for evaluating the performance of new types of rail steel, such as heat-treated,
flame-hardened, and various types of alloys. A Sonntag universal fatigue testing machine
is available which is capable of subjecting materials to 2,000,000 cycles of stress within
a period of only 24 hr. Another machine has been specially developed for testing under
Address of G. M. Magee 1013
repeated loading the perlormanee of fasteners for seeiirinn (lie s\va.\ liraein}: on timber
trestles. A special burner oven has been developed for subjecting a specimen of creosote-
treated wood covered with a fire retardant coating to the same intensity of temperature
and duration that it would receive in a typical brush or tumbleweed fire. A procedure
has also been developed for corroding specimens of steel on an accelerated basis with
brine to compare the effectiveness of various inhibitors that might be added to the salt
used in refrigerator cars for protecting against the damage done Ijv the brine drip])int;s
to the underside of cars, and to rail, track and structures.
In the mechanical research laboratory special test equipment has iieen provided to
certify various component parts used in freight cars in order that they may be freely
used in interchange service between all member roads. These include a draft gear testing
machine with a 27,000-lb tup which strikes hammer blows to simulate service shocks.
The draft gear under test is seated on a special concrete caisson extending down SO ft
to bed rock. Other machines test couplers for pulling strength, and another subjects
snubbers for freight cars to repeated loading to evaluate snubbing performance and wear
resistance. Large fatigue testing machines are used for testing car axles. Another specially
designed machine is being used to study the performance of greases in the various makes
of roller bearings. Of special interest and value is a new journal bearing testing machine
with which it is possible in the laboratory to subject any type of journal bearing,
lubricant or waste to full journal bearing loads at speeds up to 100 mph Vi'ith tem-
peratures ranging from — 40 to + 150 deg, and in addition, subjected to alternate lateral
forces and vertical impacts. A well-equipped machine shop is available at the Research
Center for preparing test specimens and making necessary repairs to the various testing
machine units. A giant squeeze test has been provided in which a full-size passenger car
can be placed and subjected to an endwise compression between couplers of 1,000,000 lb
to insure sufficient strength in the event of accidental collision. An impact test track
has been provided, along with a 10-ton diesel unit, to reproduce typical switching impacts
and study their effect on car construction and loading arrangements.
For studies of packaging at the Research Center complete facilities have been pro-
vided for constructing any type of wood box or crate, or any type of fiber-board carton.
Testing machines are available in which it is possible to subject any package to typical
compression, impact, vibration and tumbling, from which it is possible to evaluate the
ability of the package to withstand a normal freight shipment. With this equipment it has
been possible to assist many manufacturers in developing a more economical package
for their products and one that is more likely to have its contents undamaged during
shipment. Many of the tests by the Research Center staff are conducted on the track,
bridges, or trains of member roads. To provide for this work the Research Center has
acquired and maintains comprehensive and excellent equipment of the electrical type
for measuring strains, impacts, vibrations, and pressures in any component of track
and bridge structures or train equipment under actual service conditions up to maximum
operating speeds. With this equipment research is continually under way to surve\- the
present components of track and bridge structures and equipment and to develop prac-
tical means for improvements where required.
The above is a brief and general description of the Association's Research Center
and its facilities, which has as its objective playing its part in advancing railway progress
into new fields of development of equipment, plant, and operating procedures.
Now I would like to discuss some of the remarkable research developments of the
railway supply companies. First, let me say that we can only touch on a few. Time
available is one limitation. Another is that new developments are occurring so fast that
1014 Opening Session
it is impossible to keep up with them. I can only bring you, therefore, some of the more
interesting and important ones that have come to my attention and within the scope
that time permits. These are by no means a?! of them — there are many, many more.
Locomotives, the power that moves the trains, are always a subject of interest. Devel-
opment through research of the diesel electric locomotive is now common knowledge.
Today, because of this development, the steam locomotive is for all practical purposes
a thing of the past. With only 100 diesel units in service in 1935, and 1000 in 1941,
the total had mushroomed to 23,500 by mid-19S4, at which time more than 85 percent
of all train movements were being handled with diesel units. This rapid rise of the diesel
locomotive to a dominating position in railway motive power is attributable to several
inter-related factors. One is its high availability. Another is its high thermal efficiency,
approximately 24 to 26 percent, or more than 4 times that of the conventional steam
locomotive. Other advantages are its high starting effort and reduction of delays due
to fuel, water and servicing.
Research into other types of motive power that may be still more advantageous is,
however, underway. These include locomotives of the steam turbine type using coal
for fuel. Other types being explored are the oil-fired gas turbine locomotives and the
coal-fired gas turbine locomotives. The gas turbine for the locomotive is the same in
principle as that for the jet plane, except that in the locomotive the exhaust gases are
used to drive a turbine for producing electricity for the traction motors, whereas in the
jet plane the exhaust gases discharge freely into the atmosphere to produce propulsion.
Another interesting development is the Ignitron electric locomotive which utilizes a
mercury-arc vacuum tube to convert alternating current, which has transmission advan-
tages, into direct current, which has service advantages. This same Ignitron rectifier is
being utilized in so called MU or multiple unit cars for commuter service. Looking still
farther into the future, there is the atomic-powered locomotive. At the present time
intensive research is underway using various types of reactors to develop the most suit-
able type of equipment for release of this available energy. Although at the present time
none of the railways, and so far as I know, none of the railway supply companies are
specifically engaged in the construction of an atomic-powered locomotive, nevertheless,
the development of atomic power is being closely followed by both interests, and the
construction of an atomic-powered locomotive will no doubt be undertaken at the
appropriate time. It may well be that atomic power will be used at fixed plants for
generating electrical power which will be transmitted by power lines to electric locomo-
tives of the Ignitron rectifier type.
Wonderful progress has been made in passenger equipment. This is evidenced by the
modern, lightweight, air-conditioned, attractively decorated and fixtured coaches, dining
cars, and sleeping cars now in service, including the Vista Dome. At the present time,
however, there is great interest in still further developments, particularly along the line
of the Talgo-type train. Outstanding advantages of this type of equipment are its light
weight and low center of gravity, combined with utilization of the guided axle to permit
exceptionally high speed on curves with safety and passenger comfort. The train of this
type provides commodious passenger accommodations at a weight of 500 to 600 lb per
seat compared to a weight of 1600 to more than 2000 lb per seat for modern type cars
now in general use. Important drawbacks to the general adoption of such cars are their
lack of interchangeability with conventional units and the difficulties with their low
floors in many stations, principally in the East where station platforms are at the same
height as the passenger car floor height — the floor height of the Talgo unit being 33 in
lower than that of a standard coach.
Address of G. M. Magee 1015
Another development of interest to passengers is new ticket selling facilities, one of
these being in the 30th Street Station of the Pennsylvania Railroad at Philadelphia.
An electrically lighted board is visible to the prospective passenger, and on this board
is shown up to the minute the available space accommodations on each train for a week
ahead. For example, if the purchaser desires to go to Chicago, he can glance up at the
board and immediately note just what type of pullman accommodations are remaining
and available for his use. Purchases are immediately posted on the board so there is no
duplication of space selling.
Tickets are printed in a matter of seconds in a Ticketeer. Queries for rate and route
information are answered quickly by a clerk at a microfilm reader. In the years to come
assignment of space at intermediate stations could become a thing of the past, with all
reservations made from a central point. A request for space from any intermediate point
would take only seconds by high-speed facsimile transmission.
A development of interest in connection with freight cars is a new paint-stripping
set-up on the Norfolk and Western Railway at Portsmouth, Ohio. A so-called stripping
tunnel is provided into which the car is placed, and its surface is completely covered by
means of nozzle sprays with a hot alkaline stripping solution. Then the car is moved
from the tunnel into a water spray which rinses the entire car surface. Following this,
the surface is sprayed with phosphatizing solution, and as soon as this drys the car is
ready for painting. It is possible with this equipment to prepare 20 cars for painting
within a period of 8 hr at about one-third the cost of sandblasting and without the other
disadvantages attendant upon the use of sandblasting.
So-called piggy back or the operation of truck trailers on flat cars is not a new
development by any means, as it was first initiated in 1926. However, it has had a new
birth, and at the present time there is great interest and many new developments under-
way in piggy-back operation. Special types of flat cars are being designed and constructed
for this use. On March 3 the Pennsylvania inaugurated a full-train piggy-back service
each way daily between Chicago and New York which they have termed their True-Train
service.
Several different methods are being tried for the transfer of the track trailer to the
flat car. In one method, the flat cars are pushed into a stub track with a ramp at the
end. The trailers are then backed onto the string of flat cars. In another method the
trailers are equipped with dolleys and the flat cars with center rails, so the trailer weight
is lifted off the tires, and the trailer is guided into position by the doUey wheels and
car rails. In another method, the trailer is lifted bodily and set on the flat car by a large
Hft truck. Piggy back offers two advantages: first, a more efficient utilization of man-
power, and second, relief to highway traffic from the large truck trailers.
With respect to railway track, there are two noteworthy developments. Here again
one of these is the rebirth of an idea that is by no means new, and that is the use of
continuous welded rail. Continuous welded rail was first used on the Delaware and
Hudson more than 20 years ago, but its use did not progress because of concern over
safety, the high cost of the weld, and the belief that expensive track fastenings were
required. Since that time experience has demonstrated the safety of the track. It has
been found that conventional type fastenings can be used satisfactorily, and the cost
of the weld has been reduced and its quality improved. Because of the very substantial
savings in the cost of maintaining and surfacing rail joints that experience has shown
to be obtainable with continuous welded rail, it appears that its use is going to become
markedly increased in the coming years. The type of weld used is a butt pressure weld
with rail ends being brought up to a forging heat by the use of acetylene gas or electric
flash resistance.
1016 Opening Session
The second noteworthy advance in (rack procedures is the marvelous development
in maintenance-of-way work equipment. Equipment of this type has been used to a
limited extent for many years, but the increase in track labor wages since World War II
has provided the emphasis for the development of equipment for almost every track
maintenance task. As a result we have today machines for complete reworking of the
ballast. The ballast between ties and in the shoulder can be loosened by a scarifier to
kill vegetation and promote drainage. It can be removed from the cribs entirely and
wasted, or picked up along with the ballast in the shoulder, cleaned on shaker screens,
and replaced in track. Machines have even been developed to lift up the track and clean
the ballast under the ties. New ballast is evenly distributed by machines prior to raising
the track and tamping.
Renewing over 30 million cross ties a year is one of the big maintenance jobs.
Machines have been developed for pulling the track spikes. Other machines lift the rail,
facilitating tie removal. The ties can even be pulled out of the track by machine, and the
new ties can be pulled into position by machine. Machines are also available for driving
the spikes into the new tie after it has been placed in track.
Large man-hour savings are being effected with multiple-unit tampers. Formerly, in
tamping ballast, one operator was required for each tamping tool. But today machines
are available so one man can operate all of the tampers simultaneously for completely
tamping one tie. These machines may use pneumatic tamping tools or electrically or
mechanically operated tamping tools. Smaller and more mobile units are available for
tamping one end of the tie. And after the track is surfaced and tamped, it can even be
lined by machine. Other machines available and used include rail cranes, tie adzers, power
wrenches and drills, rail saws, rail-end hardeners, chemical weed sprayers, weed burners,
all types of earth moving machines, and many others.
A most remarkable development has been effected in car-retarder operation. Several
railroad hump yards have now been equipped with electronic devices for accurately
controling movement of the car after it is cut off at the hump. For example, the car
foreman needs only to push a button to designate the track into which the car or cut
of cars is to go. As the car rolls down the incline, just before it reaches the first car
retarder the wheel load is determined and, by radar, the speed at which the car is moving.
As it approaches the next retarder the speed is again determined and, indicative of its
rolling resistance, the change in speed is fed into an electronic discriminator into which
is added a resistance corresponding to the distance to which the car will have to go into
its consigned track. Thereupon the discriminator determines the speed at which the car
should leave the retarder and by means of radar control retards the car to that exact
speed. Thus, the classification of cars is insured with minimum damage to lading from
the shock of switching impacts.
Many developments are underway utilizing electronic devices to facilitate railway
operation and accounting procedures. Centralized traffic control is expediting train move-
ment and in many cases permitting consolidation of main tracks, with attendant savings
in maintenance cost and taxes. The Pennsylvania has a new train performance calculator
which makes quick work of figuring out how any train will perform on any given
stretch of track. Tonnage and time problems that formerly took five days to solve are
now solved in one.
All types of electronic devices are being developed to expedite and reduce the cost
of accounting work. A computor using transistors in place of vacuum tubes is being tried
out, producing the advantages of reduction in size and power requirements. An example
pf new electronic deyices is the autornatic payroll machines ori the Chicago and North
Address o 1 G . M . M a n e c 101?
Western Railway, which prepare .^0,000 pay checks twice monthly. First, a punch card is
prepared. From then on, each check is automatically computed, printed, endorsed, and
stacked in name order.
As previously stated, the forejroin;; are only a few of the many technological advances
that the vast research potential of railway supply companies has developed or is develop-
ing. They serve only to give some idea of the extent of rai'way progress through research
— progress which assures this nation that it will have in the future, as it has had in the
past, the finest railway transportation system in all of the world.
President Miller: Thank you, Mr. Magee. We appreciate your review of our
research work, and the interesting details which you have brought to our attention in
your illustrations.
May I take this opportunity to express to you and your staff, on behalf of our
Association, our appreciation of your diligent and productive efforts in our behalf.
Now, before we adjourn this morning, I should like to make a few important
announcements.
One of these has to do with a last -minute addition to our program tomorrow morn-
ing, in the form of a 25-min color motion picture of highly mechanized tie renewal and
surfacing operations on the Southern Railway. I know that you will be intensely inter-
ested in seeing this picture, because of the new attitude which it depicts, with no limita-
tion on ideas or ingenuit>' to bring about production-line methods, and minimum costs
to track maintenance operations. The showing of this film will begin at 11:30 am tomor-
row, in the Red Lacquer Room.
Immediately following the picture we will all so to the Annual Luncheon in this
room.
(.Announcements on committee luncheons and Annual Luncheon.)
President Miller: Our afternoon session today will include a number of interesting
reports and addresses, and I call your attention particularly to the address to be made
in connection with the presentation of Committee 25 — Waterways and Flarbors, by
Mr. Paul F. Royster, Assistant to the Undersecretary of Commerce for Transportation,
on ''Fair Play in Navigational Clearances for Bridges," and urge as many of you as
possible to be here.
The meeting now stands recessed, and will reconvene in this room at 2 o'clock this
afternoon.
(The meeting recessed at 12 o'clock noon.)
Afternoon Session — March 15, 1955
(The meeting reconvened at 2:05 o'clock. President Miller presiding.)
President Miller: Will the meeting please come to order? The first report on our
program is that of Committee 14 — Yards and Terminals, of which J. N. Todd, super-
intendent of scales and work equipment. Southern Railway System, is chairman. Will
Mr. Todd and members of his committee please come to the platform and present their
report ?
Under the seating arrangement planned in connection with our two speakers' tables,
may I ask that the chairman, vice chairman, secretary, and all subcommittee chairmen
take their places at the high-level speakers' table. .\11 other members of the committee
are askefi to find their places at the lower table, and then fill out such vacant seats as are
axailahle at the top table.
1018 Yards and Terminals
Before presenting the chairman of this committee to you, I want to invite your
comments and criticisms in connection with the presentation of each and every report,
to the extent that time will permit, and I would point out that a limited amount of time
has been provided each committee for this purpose. While it is expected that most
questions with respect to committee reports have been raised and answered in committee
deliberations, further questions, comments and criticism will be welcome from the floor.
This applies to information and progress reports as well as those dealing with Manual
recommendations, looking to the development of any kind of supplementary information
that will make these reports more valuable to our members as printed in the Proceedings.
Portable radio microphones have been provided for our use through the courtesy
of the Motorola Company, and will be made readily available to you by one of the
hotel bellmen operating in the different aisles. All you need to do is to stand at your place
(and I would suggest that you raise your hand) and the bellmen will deliver one of
these portable microphones to you.
I will demonstrate just how this works. Ii is very similar to a dispatcher's telephone,
in that there is a button on the left-hand side. Hold the microphone about a half inch
from your mouth, press the button when you talk, and when you are through talking,
just release the button.
We have five or six of these microphones available, and I am sure you will be able
to use them. All you need do is to stand, raise your hand, and the bellmen will be glad
to deliver them to you. Before speaking on your subject, kindly give your name and
the name of your railroad, for the information of our reporter.
Discussion on Yards and Terminals
(For report, see pp. 393-423.)
(President G. W. Miller presiding.)
Chairman J. N. Todd (Southern) : Mr. President, Committee 14 will present five
subcommittee reports and a special talk with slides on the behavior of roller-bearing
cars in a gravity yard. Our reports are found in Bulletin 518, beginning on page 393.
We hope there will be questions from the floor, and opportunity for that purpose will
be provided.
Our first report is on Scales Used in Railway Service, and includes principally a new
specification for large-capacity motor truck scales, which should lie over for a year before
adoption. We will also give you a report, not printed in the Bulletin, on the latest
developments in electronic scales in railway service. The report will be presented by
C. L. Richard, retired weight engineer, U. S. Department of Agriculture, chairman of
the subcommittee.
Assignment 3 — Scales Used in Railway Service, was presented by C. L.
Richard (U. S. Department of Agriculture) .
Mr. Richard: Mr. President, your committee presents as information a report on
Specifications for the Manufacture and Installation of Four-Section Motor Truck Scales,
and plans to recommend that the material be published in the Manual next year.
These specifications were prepared pursuant to authority granted by the Board
of Direction, after it was advised that there was available no standard code of engineer-
ing specifications upon which the purchase of four-section motor truck scales could be
based. Since this Association — by virtue of its past reports and specifications relating to
large-capacity scales — is recognized as being the authoritative source of such information
Discussion 1019
and reference material, it is believed that adoption of specifications and their publication
in the Manual is desirable.
Your committee prepared these specifications without soliciting the collaboration
of the Association's Committee on Iron and Steel Structures. However, it is suggested
that the latter committee be invited to review' the specifications before they are pub-
lished in the Manual, so that the specified structural steel requirements will l)e in accord
with those of the Association.
President Miller: Thank you, Mr. Richard.
You wil! note, gentlemen, that this is a tentative specification, which should be
reviewed by you during the following year, so that we can consider it at our next
convention for inclusion in the Manual.
Your report, Mr. Richard, will be received as information.
Mr. Richard: Your committee has submitted no formal progress report on electronic
scales for weighing freight cars, but offers the following as a .summary of current infor-
mation, and requests that the subject be continued.
Some 30 railway track scales of the electronic load cell type have now been installed
in the United States and Canada. They represent the products of three individual manu-
facturers. Approximately 20 of these scales are in use at steel mills, chemical plants,
coal or ore mines, and other establishments of heavy industry. With one exception, they
are of conventional length, and are employed for weighing cars at rest — the weight of
empty or loaded cars being recorded by push-button.
The remaining scales, installed in railway yards, consist of one flat yard installation
and nine hump scales, all designed for weighing cars in motion with automatic recording
of weight. They range in length from 65 to 105 ft, and have gradients up to 5 percent.
Although information made available to your committee by manufacturers and
users of electronic-type track scales does not permit conclusive statements regarding the
comparative merits of electronic track scales and conventional track scales, the following
is submitted as the committee's present appraisal of indicated potentials.
First, for weighing cars at rest, in industry or railway flat yards, electronic track
scales may be installed for the same costs, substantially, as the conventional lever type.
They have about the same accuracy characteristics, require generally the same amount
of maintenance attention, and have the advantage of providing more rapid weight deter-
mination with automatically recorded weight values in printed form, and indication or
recording of weight at remote locations if required. They may also be installed in some
locations where lever-type scales would be impractical.
Second, for weighing cars in motion, particularly in hump yards, where the trend
is toward greater scale length and increased gradient, there are indications that installa-
tion costs may favor the electronic type because of lower excavation, concrete and steel
costs. Accuracy of weighing and speed of operation compare favorably with that of con-
ventional scales equipped with mechanical weight recorders, but the electronic type offers
the advantage of providing printed weight records in digital form and in remote locations.
Your committee requests permission to continue its study of the subject, with a view
to collecting and analyzing data upon which may be prepared future reports of more
conclusive character.
Chairman Todd: Are there any questions, or will there be an_\' discussion? We have
the experts here — you're free to ask questions.
Our next report is on Waterfront Terminals, with special reference to ore piers on
the .■\tlantic seaboard. In the absence of our subcommittee chairman, Mr. Harman, the
1020 Yards and Terminals
report will be presented by Mr. B. G. Packard, office engineer of the Chicago and North
Western Railway, a very capable member of the subcommittee.
Assignment 4 — Waterfront Terminals, was presented by B. G. Packard (Chi-
cago and North Western) in the absence of subcommittee chairman L. C. Harman
(Chesapeake & Ohio).
Mr. Packard: Mr. President, members; Waterfront terminals present many and
varied problems. It is impossible to prepare a single report covering the various aspects
of this subject.
A year ago this subcommittee, in a progress report, confined its study to the general
aspects of the subject. Our present report deals with ore piers on the Atlantic seaboard,
describing the general layout of the piers, unloading facilities and track arrangements.
The pier dimensions depend on the number of boats which will be tied up alongside,
and the trackage thereon for taking the cars away from the piers. The unloading facilities
are highly mechanized, with traveling cranes and endless belts.
Track arrangements must suit the locale, both as to grades and as to plan, and must
be able to handle loads and empties to and from the pier in order to maintain the
uninterrupted loading of the vessels.
It is recommended that the subject be continued so that we will be able to report
next year on banana piers at harbors on the Gulf coast.
Chairman Todd: Will there be any questions on this report? Thank you, Mr.
Packard.
Our next report is the second in a series of reports on handling LCL freight by con-
veyors. The chairman of the subcommittee who will present the report is F. E. Auster-
man, assistant chief engineer of the Chicago Union Station Company.
Assignment 5 — Study of the Handling of LCL Freight by Conveyors,
was presented by Subcommittee Chairman F. E. Austerman (Chicago Union Station
Company).
Mr. Austerman: Mr. President, many railroads are replacing their multi-story
freight houses in the congested areas of our large cities with single-story freight houses.
These large single-story freight houses are more adaptable to the mechanical handling
of freight on trailers. This report covers the transportation of trailers by mechanical
means instead of by gasoline or electric tractors. Both the in-floor and the overhead
towing conveyors are described in this report, with the distinct advantages of each. I am
sure that your railroad will find many advantages and economies in the installation of
towing conveyors.
I want to thank the secretary's office for the excellent reproduction of the pictures
of towing conveyors in the Santa Fe and Burlington freight houses in Chicago.
This is a final report, submitted as information, but a brief report will be submitted
for inclusion in the Manual next year. I recommend that this subject be discontinued.
President Miller: Thank you, Mr. Austerman. Your report will be received as
information.
Chairman Todd: Will there be any questions on Mr. Austerman 's report?
Thank you, Mr. Austerman.
Our next report is on a subject recently assigned — Facilities for Loading and Unload-
ing Highway Semi-Trailers on Railroad Cars — and is one of considerable interest at
this time. Only within the last few days or weeks, announcements have been made about
regular service by railroads handling semi-trailers.
Discussion 1021
The chairman of the subcommittee, Mr. C. F. Parvin, as absent, and the report
will be presented by J. C. Warren, division engineer of the Pennsylvania Railroad.
Assignment 6 — Facilities for Loading and Unloading Highway Semi-
Trailers on Railroad Cars, was presented by J. C. Warren (Pennsylvania) in the
absence of Subcommittee Chairman C. F. Parvin (Pennsylvania).
Mr. Warren: Mr. President and members: This is the first report on an assignment
new to this committee. It is submitted as information, with the recommendation that the
subject be continued.
Recent expansion of this means of transporting freight makes the subject one of
interest to study, and we are sure it will be of increasing interest to the members of
this .\ssociation.
It is too soon to predict the extent to which this type of business will develop. How-
ever, since our last convention, additional railroads have started the movement of high-
way semi-trailers on railway cars. The number of semi-trailers and railroad cars handled
will determine not only the size of facilities needed, but may well determine the type
of facility to be required.
This report outlines certain general conditions that apply to any method that may
be used, and then describes three ways of loading and unloading highway semi-trailers
on railway cars. Following this description of each way, there are given the advantages
and disadvantages of each, respective!)-.
Having in mind the thought that a railroad may find it desirable to change the type
of facilities with the growth of this traffic, the committee has refrained from recom-
mending any one way of loading or unloading highway semi-trailers on flat cars. This
first report will serve as a guide to those making studies for their first installation, or the
enlargement of present facilities.
Mr. President, I recommend this report be received as information, and that the
subject be continued.
President Miller: Mr. Warren, your report will be so received.
Chairm.an Todd: Are there any questions?
Our last subject is also a new one, and one that is timely and up to date^Electronic
Devices in Yards and Terminals. In its preparation we have collaborated with the Com-
munications and Electrical Sections, AAR. The report will be presented by R. F. Beck,
assistant engineer, Elgin, Joliet &: Eastern Railway, chairman of the subcommittee.
Assignment 7 — Electronic Devices in Yards and Terminals, was presented
by Subcommittee Chairman R. F. Beck (Elgin, Joliet & Eastern).
Mr. Beck: Mr. President and members: Important advances have been made within
recent years in the application and use of electronic devices which have contributed
immeasurably to the increased efficiency of our freight terminals. These devices have
greatly expedited traffic through terminals, provided increasingly better car reports and
accounting procedures, and promoted over-all safety.
The many uses to which electronic devices have been adapted are covered in this
report. Included are paging and talk-back speakers; intercom systems; base, mobile and
portable radio; signals; electronic scales; car reporting systems; television; automatic
switching; and automatic retardation.
Various devices have been developed for retarder yard operation which assist the
retarder operator to control the speed of cars moving by gravity to the classification
yards, thus providing the maximum operating capacity with minimum damage to cars
and lading.
1022 Yards and Terminals
In several yards an electronic speed indicator shows the retarder operator the speed
of cars as they move down the hump. In other yards the speeds at which cars are
released from retarders are pre-selected by the retarder operator. One of the most recent
developments in this field has been the installation of automatic retardation. In other
words, automation, that magic word we have been reading so much about, has now
been placed in operation on American railroads. This system measures the rolling resistance
of cars as they move down the hump. Automatically, releasing speeds from retarders are
selected which permit cars to arrive at tangent track at safe coupling speeds.
This is a final report, submitted as information, with the recommendation that the
subject be discontinued.
President Miller: Thank you, Mr. Beck; your report will be received as infor-
mation.
Chairman Todd: Are there any questions on this final report on electronics in yards
and terminals?
That is all the regular work of the committee, Mr. President. We are fortunate in
being able to sponsor a talk with slides on the behavior of roller-bearing cars in a gravity
yard. The one responsible for the planning was our member, Mr. N. C. L. Brown of the
General Railway Signal Company. The location is Seven Islands, Quebec, but more details '
will come from our speaker, another member of AREA and one who is well qualified,
Mr. A. V. Dasburg, also of the General Railway Signal Company. It is a pleasure to
present Mr. Dasburg.
Handling Roller-Bearing Cars by Gravity
By A. V. Dasburg
Transportation Research Engineer, General Railway Signal Company
Introduction
Within recent years there has been a trend toward greater use of roller-bearing-
equipped freight cars. Generally, these cars have been built for a special service, and
their operation has been limited to the lines of the owning road. However, increasing
numbers are now being found on lines and in yards where they previously have not
been handled. This trend has led to such questions as these:
1. How does the performance of roller-bearing cars differ from those having the
conventional solid bearings?
2. Must special precautions be taken in humping roller-bearing cars in existing
yards?
3. Should roller-bearing cars be considered in the design of grades for new yards?
This brief discussion will approach these questions by reporting the experience of one
railroad "which operates a single type of roller-bearing car. Admittedly, it is an idealized
approach, yet one which may serve as a guide to the more complex problem of handling
mixed traffic in gravity yards. Furthermore, the hope is that others will be stimulated
to contribute their findings to the data available on this subject.
Description of Tests
The rolling resistance tests described herein were made at the ore loading and
stockpiling facility installed by The Iron Ore Company of Canada at Seven Islands, Que.
Fig. 1 is an aerial view of the terminal, showing four of the Seven Islands in the
Address of A. \'. Dasbur;
1023
Fig. 1.
SEVEN
ISLANDS
BAY
VILLAGE OF \^^ SEVEN ISLANDS
FUTURE ORE STORAGE
■// yORt STORAGE
^FUTURE EXPANSION '
ICATION YARD
HUMP
RECEIVING YARD
SHOPS
FUTURE EXPANSION MAIN LINE-
NORTH
ST, LAWRENCE RIVER
Fig. 2,
1024 Yards and Terminals
distance. The light area extending diagonally across the picture is formed by the receixang,
classification and empty yards, with the loading docks in the upper right hand corner.
Fig. 2 shows schematically the relative location of the major elements at the terminal.
The receiving yard is in the lower right hand corner. Next to it is the hump, followed
by the classification yard to the left. On the extreme left is the car dumper, which is
connected to the empty yard by the semi-circular track. The dark areas in the receiving,
classification and empty yards indicate existing trackage and the lighter areas future
expansion.
All loaded cars enter the classification yard in single car cuts because they are
weighed in motion.
The dumper is designed to handle single or two-car cuts with a cycle time of 1 min.
Two-car cuts are used to load ore boats and single cars to stockpile ore, since there is
now only one ore stacker. A second stacker will be added in the future, and this will
permit two-car dumping for the stockpiles.
To reproduce actual operating conditions it was decided to test a single car with
maximum load, a single empty car, and an empty two-car cut.
Fig. 3 shows cars for this service built by the Pullman-Standard Car Manufacturing
Company. Designed to carry a load of 95 tons, t^eir tare weight is approximately 27.3
tons. They are equipped with ASA ride control trucks, Timken roller bearings, and two
clasp brakes per wheel.
Tests, conducted in June and November 1953 and May 1954 for the purpose of
establishing final grades in the classification and empty yards, did not involve special
precautions to produce minimum rolling resistance conditions. Rails and car trucks were
relatively new and free of wear. Equipment furnished by the Timken Roller Bearing
Company used the method of recording wheel revolutions per second to determine
velocity.
Comparative rollability of empty and loaded cars is shown in Fig. 4, where rolling
resistance in equivalent grade is plotted against velocity in miles per hour. The lower
curve represents the fully loaded ore car on tangent track in the classification yard. The
average resistance is approximately 0.175 per cent at 4 mph, and there is a slight increase
with speed. The middle curve is for the empty two-car cut. Its average resistance is
approximately 0.235 per cent at 4 mph and rises to 0.345 per cent at 10 mph. The single
empty car is shown in the upper curve. Its average resistance is approximately 0.25
per cent at 4 mph, rising to 0.35 per cent at 7 mph. The two curves for empty cars
represent the performance on tangent track in the empty yard.
Fig. 5 shows the estimated curve resistance for a 19.0-deg curve with 88.5 deg of
central angle located between the dumper and the empty yard. Track gage through the
curve is 4 ft 9 in. The outer rail was greased.
Estimated resistance of the loaded car at an average speed of 10.50 mph is 0.0118 ft
per deg of central angle. The value for an empty two-car cut at an average speed of
10.58 mph is 0.0138 ft per deg. The value for a single empty car at an average speed
of 7.87 mph is 0.0145 ft per deg.
Fig. 6 is a plot of the installed profile for the hump lead and classification tracks.
The elevation difference between the hump crest and the end of the group retarder is
6.75 ft. The grade from the group retarder to tangent track at station 44 averages — 0.175
per cent, and it is — 0.125 per cent from this point to station 30. Finally, there is a
^0.05 per cent grade between station 30 and station 15. These grades permit handling
cars to the far end of the yard or to near end clearance without requiring a wide varia-
tion in leaving speeds at the group retarder.
Address of A. V. Dasbur]
1025
'^$^m^2'm* -3:, ' , . s:" - . V
Fig. 3.
PERCENT
EQUIVALENT
GRADE
0-30
^^k^
^
^
,
^
^
-^
0.20
0.10
1 — - — '
o
2 4 6 8 10 12
VELOCITY IN MILES PER HOUR
TANGENT TRACK.
100 LB. RAIL.
rock ballast
in load yard.
sand ballast
in empty yard.
temperature:
loaded car 34f.
empty car 55v.
WIND 0 MPH.
14
ROLLING RESISTANCE OF ROLLER BEARING ORE CARS
IRON ORE COMPANY OF CANADA
Fig. 4.
1026
Yards and T e r m i n a: 1 s
ESTIMATED CURVE RESISTANCE OF ROLLER BEARING ORE CARS
IRON ORE COMPANY OF CANADA
19° CURVE. 88.50° CENTRAL ANGLE.
TRACK GAUGE 4 FT. 9 IN. 100 LB. RAIL.
OUTSIDE RAIL GREASED. TEMPERATURE 34-55°F.
DESCRIPTION WEIGHT IN LBS.
SINGLE LOAD 251,150
TWO EMPTIES 109,200
SINGLE EMPTY 54,600
AVERAGE
VELOCITY
MPH.
10.50
10.58
7.87
AVERAGE
CURVE RESISTANCE
FT. PER DEGREE
0.0118
0.0138
0.0145
Fig. 5.
DUMPER
HUMP
-ai8 -2.67 t-l.OO
0.16 I -a48S. I r-1.00 I 0.0
RETARDERS SCALE
CLASSIFICATION YARD
Fig. 6.
Fig. 7 is a plot of the installed proiile for the empty yard. The elevation difference
between the dumper and the end of the retarder is 12 ft. The grade from the retarder
at station 19 to tangent track at station 25 is — 0.27S per cent. Between station 25 and
station 55 it is — 0.25 percent, and from station 55 to 65 it drops off to — 0.23 per cent.
These grades ensure that under average conditions both single and double cuts will reach
station 65. Thus, 125-car trains can be built up on a single track. In actual practice cars
will overtake each other and drift down in groups until stopped by the plus grade at
station 67. A head wind will tend to gather cars into groups even before they reach the
body tracks. However, unless it is severe they eventually drift on down to the end.
Strong tail winds will cause the cars to accelerate. Under such conditions the\ are released
from the retarder at minimum speed to avoid excessive coupling speeds.
Address of A. V. Dasburg
1027
-0.70
+ 11 0 -1.00 1 -0 40 -0 65
\ / / -0 45 -0.275
-L L I J-
1 5 8 13 19 25
PROFILE
65 68 75
DUMPER
TOWER
EMPTY CAR YARD
Fig. 7.
These results are entirely valid only for the particular yards and conditions under
which the tests were made. Variations may arise, depending upon local conditions. How-
ever, there was an opportunity to check the performance of a single ore car with a
light load in St. Luc Yard on the Canadian Pacific. Its resistance was found to be 0.26
per cent at a speed of 3 mph, which is close to the values obtained at Seven Islands.
The increase in rolling resistance with velocity for the empty cars suggests that pene-
tration of a yard can be obtained most efticiently by extending the grade rather than by
releasing cars at high speed. This fact influenced the final choice of grades in the empty
\ard at Seven Islands.
The difference in resistance for loaded and empty cars illustrates the difficulty in
selecting a body track grade which would be suitable for both, particularly in a yard
where the body tracks are long.
Conclusions
Rolling resistance values obtained in the tests are within the range which will be
encountered with solid-bearing cars.
The lowest reported resistance for a loaded roller-bearing car is 0.07S per cent.
This is the breakaway value for a 70-ton gondola as measured at Altoona, Pa., with
brake shoe drag eliminated.
The rolling resistance of well maintained loaded solid-bearing cars has been measured
to be as low as 0.08 per cent.
Therefore, it is reasonable to assume that the performance of the best solid-bearing
cars and those having roller bearings will be similar.
The significant differences are that roller-bearing cars have a very low starting
resistance and a high degree of uniformity in rolling resistance. Under equivalent con-
ditions the solid-bearing cars will have a high starting resistance and ma>- have a wide
range in rolling resistance.
Returning to the three questions which were raised at the beginning of this discus-
sion, the following partial answers are suggested:
1. The behavior of roller-bearing cars is fundamentally the same as solid-bearing
cars, except for their low starting friction and greater uniformity. Therefore,
1028 Yards and Terminals
while in motion, both types can and should be handled in the same manner.
However, the easy starting characteristic of roller-bearing cars may create a
problem of possible rollback caused by wind or a reverse grade in the profile.
2. Roller-bearing cars can be handled in the same manner as solid-bearing cars
in existing yards if the yard grades have been designed for easy running solid-
bearing cars. When the grades are such that roller-bearing cars accelerate, some
solid-bearing cars also will accelerate. Here the question of numbers plays a
part. The acceleration of a few cars may be overlooked whereas many accel-
erating cars of either type can create a definite problem.
3. Roller bearing cars should be considered in designing the grades for new yards.
If the yard is to handle only this type, the grades can be tailored to the opera-
tion as was done in the case of The Iron Ore Company of Canada.
When roller-bearing cars are to be mixed with solid-bearing cars, they
should be treated in the same manner as easy running solid-bearing cars with
respect to body track grades. If the yard is to be bowl shaped, the percent and
amount of plus grade as well as the location of skates should take into con-
sideration the low starting friction of the roller-bearing cars.
The choice of grades in a gravity yard is always a matter of compromise between
safe coupling speeds, the range of rolhng resistances to be handled, and the distance
cars are to run. In the early days it was reasoned that the average car should be driven
well into the yard. Body track grades were selected to accomplish this with the knowledge
that some cars would accelerate sufficiently to cause damaging impacts.
There are now more solid-bearing cars which are easy running, and greater attention
is being given to the question of lading damage. Therefore, the trend recently has been
toward lighter grades through the body tracks. This means that the easy running cars
are less likely to accelerate, while at the same time the hard running cars will stop
sooner.
Summarizing, it seems fair to state that roller-bearing cars present no greater prob-
lem in gravity yards than the best solid-bearing cars. Both must be considered in planning
yard grades if optimum performance is to be achieved.
In closing, I wish to express my appreciation to P. C. Paterson, service manager,
Railway Division, Timken Roller Bearing Company, and N. D. Vernon, engineer. Iron
Ore Company of Canada for making available the test data and profiles used in the
preparation of this discussion.
Chairman Todd: Thank you, Mr. Dasburg.
Are there any questions on this paper?
Mr. Dasburg, we want to thank you on behalf of the AREA for a most entertaining
and instructive talk. What you have told us will be helpful, particularly to my committee,
which has an assignment now involving roller-bearing cars.
Mr. President, this concludes the report of Committee 14 at this time.
President Miller: Thank you, Mr. Todd. As in the past, your committee has pre-
sented a number of valuable and interesting reports. As suggested by your committee,
I hope that those especially interested and qualified will give careful consideration dur-
ing the coming year to the proposed specifications for the manufacture and installation
of four-section motor truck scales, looking to their adoption at the 1956 convention in
perfect form.
Discussion 102^^
We also thank Mr. Dasburs lor his intereslins address.
Your committee is now excused, with the thanks of the Association.
The next committee to make report is Committee Ih — Economics of Railway Loca-
tion and Operation, of which Mr. H. B. Christiansen, Jr., division engineer, Chicago.
Rock Island & Pacific Railroad, is chairman.
Will Mr. Christianson and his committee please come forward? Mr. Christiansen,
the floor is yours.
Discussion on Economics of Railway Location and Operation
(For report, see pp. 323-3-12.)
(President G. W. Miller presiding.)
Chairman H. B. Christianson, Jr. (Rock Island) ; Committee 16 had an active
year in 1954. We report today on four of six assignments. One report is on Revision of
Manual. We have two final reports as information and one which is a progress report.
The subcommittee on Revision of Manual has as its chairman Mr. A. L. Sams,
office engineer of the Illinois Central. Mr. Sams, may we have your report?
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man A. L. Sams (Illinois Central).
Mr. S.'^ms: In 1952 this committee was requested to review the Manual chapter on
Complete Roadway and Track Structure, and to include that material, with appropriate
revisions, in Manual Chapter 16.
The material consisted of two parts, first, a Traffic Classification of Railway Main
Tracks, and second. Schedule of Classes of Complete Roadway and Track Structure.
Part 1 was approved for incorporation in Chapter 16 at the 1953 convention, and
Part 2 was withdrawn pending revision to conform to the reprinted Manual. These revi-
sions Have now been completed, and your committee recommends that the report be
accepted as information, and a reference to ihe schedule of classs be included in Part 4
of Chapter 16 of the Manual.
I should like to say this about the Traffic Classification and the Schedule of Classes.
They are intended to serve as an index to the present Manual material, and not as a
master set of specifications for track structure under any given operating conditions.
While speed and volume of traffic are, in general, the yardsticks by which we
measure our track requirements, there are many other physical and economic conditions
that must be taken into account.
Mr. Chairman, I move that the report of this subcommittee be accepted as informa-
tion, and that a reference to the Schedule of Classes of Complete Roadway and Track
Structure be included in Chapter 16 of the Manual.
(The motion was regularly seconded, was put to a vote, and carried.)
Chairman Christianson: As.signment 2 — Economics of Retarder-Equipped Yards
for Classification Switching, will be reported by Mr. H. A. Lind, senior assistant engineer,
Chicago, Burlington & Quincy Railroad.
Assignment 2 — Economics of Retarder-Equipped Yards for Classifica-
tion Switching, collaborating with Committee 14. Signal Section, AAR, and
American Association of Railroad Superintendents, was presented by Subcom
mittee Chairman H. A. Lind (Burlington).
Mr. Lind: The report is submitted a^ information, to summarize the economic
advantages derived from the retarder method of car classification. It includes a list of
1030 Economics of Railway Location and Operation
such yards constructed in the United States and Canada, showing the railroad, yard loca-
tion and number of tracks, as well as the year placed in service, with reference to pub-
lished articles describing the layout.
Reference is also made to published economic reports on retarder yard installations.
This method of car classification is gaining momentum, so we hope the economic data
and reference material will be useful to those railroads interested in terminal improvement
possibilities.
Your attention is directed to one inconsistency in the tabulation of retarder yards.
The Seaboard Air Line yard at Hamlet is shown as 80 tracks; while the yard has been
designed for ultimate expansion to 80 classification tracks, the initial construction included
only 58 such tracks.
This is a final report, submitted as information.
President Miller: Thank you, Mr. Lind.
Is there any discussion in connection with this report ?
This list of retarder classification yards will certainly be of interest to anyone who
is planning a new yard, and I'm sure that — as has been the practice in the past — any
road will be glad to supply you detailed information about its particular yard.
In connection with the Quebec, North Shore & Labrador Railroad, it was very
interesting to note how flat the grades are in the classification yards. I had hoped there
might have been time for some discussion in connection with that. I noticed that the
grade was 0.12 for the loaded cars, and about 0.25 for the empties, which is certainly
something new in yard grades.
Chairman Christianson : Assignment 3 is Cause and Effect of Derailments and
Dragging Equipment. The chairman of that subcommittee, W. E. Quinn, is not present
today. Mr. C. L. Towle, chief engineer of the Detroit, Toledo & Ironton, will present
the report.
Assignment 3 — Cause and Effect of Derailments and Dragging Equip-
ment, Collaborating with Committees 3 and 5, was presented by C. L. Towle
(Detroit, Toledo & Ironton) in the absence of Subcommittee Chairman W. E. Quinn
(Louisville & Nashville) .
Mr. Towle: This is a final report, submitted as information.
Questionnaires sent out to members of Committee 16, representing 32 railroads,
resulted in only 4 replies, submitting such information as was available. A compilation
of these 4 replies showed the magnitude of this subject, in that answers received covered
235 derailments with a total damage cost of $1,400,000. A breakdown of these derail-
ments might be of interest.
Ninety were equipment failures, consisting of 33 wheel and axle derailments from
broken or burned-off journals; 31 derailments were from defects in car bodies; 15 derail-
ments from brakes and brake rigging; and 9 derailments were from draft rigging failures.
Of the remaining 145 derailments, 82 were caused by employee failures, 22 by track
failures, and 41 by miscellaneous causes. No separation was available for derailments
caused by dragging equipment.
It is regrettable that in general practice very few permanent and accurate records
are kept of the cost of derailments, except in cases where the cost is billed against an
industry or other railroad.
In view of the enormous cost of derailments — which in 1952 amounted to over
$28,000,000 — it is recommended that the attention of operating officers be directed to
this report in order that in this period of rising costs early effort may be made to obtain
Discussion 1031
proper cost information on this subject, to reduce a large portion of this unproductive
expenditure.
Mr. President, it is recommended that this subject be discontinued for the present.
President Miller: Thank you, Mr. Towle. Your report will be received as
information.
Ch.\irm.an Christianson: Assignment 4 is an interesting one — Economics of "High-
way Trailers on Flat Cars" Service. Mr. F. N. Nye, director of transportation research,
of the New York Central System, will present this report.
Assignment 4 — Economics of "Highway Trailers on Flat Cars" Service,
Collaborating with the American Association of Railroad Superintendents,
was presented by Subcommittee Chairman F. N. Nye (New York Central).
Mr. Nye: Committee 16's report summarizes the background of this phase of coor-
dinated transportation and describes its .status as of last fall, following findings by the
Interstate Commerce Commission that railroads could establish such services either under
their own tariffs or in cooperation with motor common carriers under joint tariff
arrangements.
During the last several months there has been a progressive but not spectacular
expansion of trailer-on-flat-cars services. Many individual railroads have installed the
necessary equipment, both trailers and flat cars. Some represents a conversion of old
equipment ; some is new and of an experimental nature.
Some doubt still exists as to the profitability of such operations and their competitive
implications. The movement of shippers' freight in both carload and less-carload trailers
under railroad tariff rates competitive with truck rates has been rather disappointing as a
source of new traffic. The handling of motor carriers' trailers under joint tariffs, although
now expanding, has not yet fully proved itself economically. Thus far, operations are
largely based on conventional highway semi-trailers and more or less conventional fiat
cars. The trend toward 75 -ft flat cars with high-speed trucks designed to accommodate
two semi-trailers may be developing. This may lead to depressed decks as well as flat
surface decks.
Some equipment experimentation is going on. A recent design involves lifting the
trailer's rubber-tired wheels free of the flat car deck by transferring the load to dolly
wheels affixed to their axles. These dolly wheels roll along and are fastened to what is,
in effect, a raised center sill of the car. This novel design, using end loading, is said to
reduce loading and unloading time and costs, and makes for less expensive terminal
facilities.
In addition, ingenious designs for highway trailers and transferable trailer bodies
are also being promoted. No doubt, the present year will produce further developments
and economical evaluations, which Committee 16 proposes to review and bring to the
attention of our membership in a further report.
President Miller: That is a very interesting report, Mr. Nye.
I wonder if there is anyone in the audience who would like to ask any questions?
This is a very timely subject. We would like to break in our new microphone system
and try it out.
D. F. Lyons (Illinois Central) : Has any consideration been given to the loading
of these trailers from the side, with a side-loading platform instead of a platform at the
end of the tracks?
Mr. Nye: That is an alternate method of loading and unloading, and so is lifting
1032 Economics of Railway Location and Operation
them on and off flat cars by cranes. I think that was presented in the report made by
the Committee on Yards and Terminals.
President Miller: Are there any further questions?
Chairman Christianson : Perhaps to improve the way we analyze subjects, we are
studying — and we hope to prepare a monograph on — the subject, Operations Research.
Mr. Q. K. Baker, president and general manager of the Quanah, Acme & Pacific Railway,
is chairman of the subcommittee studying that subject.
Q. K. Baker (Quanah, Acme & Pacific Railway): Mr. President, this subject was
assigned to Committee 16, and I know that we are all interested in it. We see so much
about Operations Research, and, to be quite frank, a lot of us didn't even know what
it means. A young man, a member of this committee, Roger Crane, has undertaken the
preparation of this paper, which has just been completed and will be reviewed by the
subcommittee and submitted to the membership of Committee 16 at its spring meeting.
We hope to have this paper in shape, probably, to submit at the next annual meeting
of the Association.
President Miller: Thank you, Mr. Baker.
Chairman Christianson: We have another subject assignment that has been
plaguing us for several years. We think that now, perhaps, we have an answer. It is a
graphical representation of the life of rail. Mr. L. E. Ward, chairman of the subcommittee,
will report on this.
Assignment Ic — Life of Rail, was presented by Subcommittee Chairman L. E.
Ward (Pennsylvania) .
Mr. Ward: Your committee submits the following report of progress as information.
It is the assignment of Subcommittee Ic to bring up to date that information in
Chapter 16-1-13 concerning rail life for use in determining operating data required for
study of the economic justification of line and grade revisions.
Existing information presented in the Manual for cost of rail used in relocations
gives us definite values in million gross tons, which each of several sections of rail should
carry during its normal first laying.
Because of the multitude of factors involved in rail life, it is thought that values
developed from actual experience and presented on a graph, with rail life in million
gross tons of traffic, plotted against rail weight in pounds per yard for different traffic
densities, would be more useful.
Approximately 260 different rail life cases were studied from information gathered by
the Association's research staff from 12 different railways, covering the most commonly
used rail sections under various traffic densities. From this information a curve was
plotted for each weight of rail, showing rail life as related to traffic density.
A graph was then plotted relating rail life to rail weight for the various traffic densities.
We are now attempting to graph rail life as a ratio relative to rail weight in pounds per
yard for the various traffic densities. Thus, with the information we hope to have devel-
oped in the near future, knowing the various conditions under which it is wished to
operate, the total gross tons of traffic which the rail being considered may be expected
to carry could be read from the graph, expressed as a ratio of the life of that rail which
has been in use on the existing line.
President Miller: Thank you, Mr. Ward.
Chairman Christianson: Among the other work done by Committee 16 last year,
Mr. President, was a review of the Given paper, "Notes on Railroad Location and Con-
struction Procedures From the School of Experience," and a very thorough editing of
Discussion 1033
the Manual, showing methods and procedures for determining railway line capacity for
use by the Army and the Central IntelHgence Agency. Editing of this work was done
under the direction of Mr. H. P. Weidman, who is not here today.
Mr. President, next year we have a very interesting assignment. We asked for it
ourselves, and we hope that we can present it in the right way. This assignment is
"Innovations in Railway Operations."
This morning Mr. Magee told us about some of the research that is going on in new
procedures. When we first started talking about this, we called our committee a "Dreamer
Committee," because, perhaps, this is the place where these dreams should be discussed.
We feel that if we only make a list of future possibilities and discuss them pro and con,
perhaps we will have gone a long way.
I suppose it is true that today's progressives become tomorrow's reactionaries. We
would like to live in the future for a little while in this committee. If we understand
the problem, that is, if we define it, perhaps here will be the genesis of some things
to come.
Mr. President, if you want to try the floor microphones which have been provided,'
perhaps we can start right now with a few suggestions or questions from the floor.
President Miller: Thank you, Mr. Christianson.
Chairm.\n Christianson: If there are no comments, the report of Committee 16 is
concluded.
President Miller: Mr. Christianson, your committee has several new subjects in
which we are all very interested. I am sure great benefit will be derived from a study
of them, even though they may involve some dreaming. No doubt, some of the things
you will consider will come true.
I want to thank you and the members of your committee for the highly informative
reports which you have brought to us. Your committee is now excused with the thanks
of the Association.
The next report to come before the convention will be that of Committee 25 —
Waterways and Harbors. The chairman of this committee is Mr. Arthur Anderson, special
assistant engineer. New York Central System, Chicago. Will Mr. Anderson and members
of his committee please take their places at the speakers' tables?
Discussion on Waterways and Harbors
(For report, see pp. 391-392.)
(President W. G. Miller presiding.)
Chairman Arthur Anderson (New York Central) : Committee 25 will have no
subcommittee reports this year. The feature of its presentation will be an address by
Mr. Paul F. Royster, Assistant to Undersecretary of Commerce for Transportation,
Washington, D. C, on the subject. Fair Play in Navigational Clearances for Bridges.
I will present Mr. P. A. Hollar, vice president and assistant to the president of the
AAR, whom you all know, and I think no introduction is necessary. Mr. Hollar, will
you kindly introduce Mr. Royster?
P. A. Hollar (AAR) : Mr. President, Mr. Chairman and gentlemen: I think it is
customary to have a speaker of the prominence of Mr. Royster introduced by someone
who has known him for a while, and that is perhaps why I have been called on. I think
it is also customary to tell you a little bit about the speaker, and I have something writ-
ten down here on a piece of paper furnished by his secretary. But I think I would much
prefer just to put that in my pocket and tell you a little bit about what I know personally
about Mr. Royster.
1034 Waterways and Harbors
He is a former railroad man, and for that reason I think he can be very warmly
welcomed here. Mr. Royster spent 30 years on the Monon Railroad. He qualifies
thoroughly as a Hoosier. He is very much of a "private enterprise" person which some-
times is a little astounding in a bureaucrat.
After Mr. Royster left the Monon Railroad, he engaged in the local transit business
in Lafayette, Ind. Following that he was general manager of the local transit company
in Kokomo, Ind.
During his residence in Lafayette he became the second president of the Purdue
Dads Club; he had a son and daughter attending Purdue University.
I mention these things so that you can see how firmly his roots are in the private
enterprise system. Also, I want to admit some responsibility for making him a bureau-
crat. When I was called into government service temporarily during the Korean episode,
we were looking for help from some people with some transportation training and
experience. The name of Paul Royster was mentioned. After investigating him thoroughly,
we immediately decided that he was the kind of person who could help in that situation.
Among his sponsors was the assistant director of the National Production Authority,
a young man whom Mr. Royster had helped get through Purdue. With a recommendation
of that nature, and his connection with Purdue, he made a big impression on me, because
I happened to spend a little time down there myself.
Your speaker is highly qualified with respect to his particular subject today, and I
think the subject is a very timely one, because only very rece itly has the Department
of Commerce issued a study entitled Navigational Clearance Requirements for Highway
and Railroad Bridges. I think the Association of American Railroads was of some help
in compiling data for the department in connection with the exhibits on railroad bridges.
Before introducing your speaker, I want to read just one paragraph from this report,
immediately under the heading of personal acknowledgements: "Special recognition for
this report must be given to Mr. Paul F. Royster, Assistant to the Undersecretary of
Commerce for Transportation, who directed all phases of the effort in behalf of the
Department of Commerce."
It gives me great pleasure to introduce Mr. Royster.
Fair Play in Navigational Clearances for Bridges
By Paul F. Royster
Assistant to Under Secretary for Transportation, United States Department of Commerce
I am very grateful for the privilege of being here with you today. I am equally
thankful for the invitation to discuss with you recent developments concerning a trans-
portation issue we think is of nation-wide importance. It is the problem of navigational
clearances in bridges. This subject could well be of special significance to each of you
as operating officials of the railway industry.
For more than a century, when overland transportation interests, rail and highway,
raised questions about the reasonableness of navigational clearances in bridges, they have
been told that since waterway transportation was the first to be developed in America
it has a "prior right" or an "inherent right" over land trafiic at bridge crossings. The
news that a proposed railroad bridge must be a high level structure, or must contain
a movable span, because at some earlier date a boat navigated beyond the point of cross-
ing, is old stuff to you, I am sure. However, a critical examination of the progress made
in the various modes of transportation since the dawn of civilization fails utterlv to sub-
Address of Paul F. Royster 1035
stantiate this philosophy of priority. Indeed, a study of ba.sic concepts embodied in
American constitutional government reveals that the "prior right" of navigation is nothing
more than a mythical concept. From the historical standpoint of transportation devel-
opment, the "prior right" of navigation is just as mythical as is the legend that the
Colossus of Rhodes straddled the inlet to the harbor of that island. I am not questioning
the existence of the Colossus. It did exist and it was one of the wonders of the ancient
world. Nevertheless, the mythical gods of those ancient days never would have per-
mitted its construction across the waterway. It would have been an unreasonable
obstruction to the "inherent right" of navigation.
Man's first migrations were on land. His efforts to lighten his load, and that of
domesticated animals, as he moved from place to place, began with the invention of
the wheel. This was in Asia, sometime between 8000 B.C. and 6000 B.C. A thousand
or so years later, when early civilizations were gaining a foothold along the Nile River,
in the Tigris-Euphrates Valley, and on the eastern shore of the Mediterranean, the
Phoenicians accepted the challenge of the sea by experimenting with rafts and crude
boats. It was then and there, and not until then, that man began to consider seriously
the possibilities of water transportation as a form of movement. The Egyptians also con-
ducted similar experiments on the placid waters of the Nile with sailboats and other
types of craft.
The Phoenicians learned, as did the Egyptians, that the use of masts and sails
greatly facilitated movement of their craft. Within a few more centuries, watercraft
having high masts and billovv^y sails, navigated by these people, plied the Nile to its
first cataract, as well as the length and breadth of the Mediterranean. Even the eastern
reaches of the Atlantic Ocean became "waterways".
These developments, well recorded in history, clearly documented the origin of the
problem of providing navigational clearances in bridges across navigable waterways
throughout the world. The wheel — which is today represented by highway and railway
transportation — was developed first ; the watercraft came later. The problem I shall
discuss today arises at the point where transportation b>- wheel intersects transportation
by waterway.
Here in the United States the problem is blended with certain considerations that
are not found elsewhere, or at least which do not exist elsewhere to the same degree
that they exist here. For example, unlike European and other countries, where overland
travel antedated travel by waterway, our early settlers did rely upon watenvay trans-
portation to reach American shores. They did use ships to communicate with their home-
lands across the ocean. Our colonies were established independent from each other, and
each reported directly to the English crown. Hence, there was very little need for over-
land transportation routes to link them together at the outset.
Following creation of the Nation, the rapid territorial expansion westward was not
immediately followed by adequate overland transport faciUties. The result was that the
population placed increased reliance upon inland waterways, in their natural condition,
for movement. Later, the people called for waterway improvements. Indeed the impor-
tance of navigation on inland and intracoastal waterways as a form of transportation
in the United States has continued to be and is today relatively greater than it was and
is in other countries of the world.
Many technological advancements made in our economy — such as the die.sel motor,
radio and radar — have been applied to both land and water transportation. However,
the standardization of moving and movable equipment which has distinguished our over-
land transportation system has not so far been adequately realized for equipment moving
1036 Waterways and Harbors
on our waterways. This apparent lag in adjustment of watercraft to meet the needs
of a changing economy, this continued establishment over the years of navigational clear-
ances in bridges to satisfy extremes in waterway traffic, was largely responsible for the
decision of the Department of Commerce to initiate a nation-wide study of this problem,
in the public interest.
We entered into this area of the public business for several reasons. First and fore-
most, the Department is charged by law with the responsibility for improving the overall
transportation system of the United States.
Second, we recognize that the cost of all forms of transportation is ultimately borne
by the general public in the cost of goods the public consumes, in the cost of the services
the public receives, and in the taxes the public pays.
Third, with the transfer of the, Bureau of Public Roads into the Department, we
became increasingly aware of the money involved here. We found out that the expenditure
of large sums of public money has been required in the construction, maintenance and
operation of highway bridges for accommodation of navigational needs, without having
equal or greater benefits — in the form of savings in waterway transportation costs — flow
to the public. We learned that a similar situation also exists with respect to railway
bridge costs for accommodation of navigational needs.
Fourth, we are firmly convinced that our expanding economy is dependent not on
our waterways alone, nor on our railways alone, nor on our highways alone. All three
forms of movement are needed as a coordinated surface transportation system.
Fifth, we know nothing exists in our constitutional constellation which vests any
segment of our economy with "prior right" over any other segment of the economy.
Our whole system of government is based upon relative rights, with the process of adjust-
ment constantly taking place in all areas of activity. Certainly transportation is no
exception.
Sixth, preliminary evidence indicated that there were certain aspects of this problem
requiring examination which never before had been thoroughly studied. In the absence
of data, for many years there have been extreme viewpoints concerning this problem.
Some were expressed in waterway transportation circles, others were expressed in over-
land transportation groups.
Seventh, we believed, and we still believe, that whenever an issue that affects the
public interest continues to remain unresolved because adequate data are lacking, the
agencies of government concerned with the issue must accept the responsibility for getting
the facts out in the open, and based upon the facts, those agencies must chart the course
for an action program that reflects today's public interest.
In laying the groundwork for the study of the problem we in the Department of
Commerce were interested in arriving at such an approach to the effort to solve the
problem as would best serve the public interest. Because this age-old problem was and
still is concerned at least in part with the effect of certain Federal laws deaHng with
navigational clearance matters upon the administration of other Federal laws which
authorize the federal-aid highway program, we felt that we had a public duty to seek
the cooperation of all federal agencies having specialized interest in the overall subject.
We recognized that we were dealing with a problem on which there had been long
standing disagreement between some of the federal agencies directly concerned. Our
observations at that time were that the continued controversy and indecision were
attributed largely to an incomplete exploration of the facts, to claims of bias, to apparent
adherence to seemingly outmoded institutional concepts, and to other related factors. We
believed that under the broad approach we had developed toward seeking a true impres-
Address of Paul F. Royster 1037
sion of the public interest, the causes of disagreement, and much of the disagreement
itself, would become submerged under a preponderance of cooperatively-prepared veri-
fiable evidence. This evidence, we contended, should be published when available.
We anticipated that a joint evaluation of all that evidence would produce mutually
acceptable recommendations on a specific course of action for treatment of this problem,
or possible alternative courses of action, without having any participating agency feel
that it might be failing to fulfill its coordinate governmental responsibility or that it
might in any way be compromising the public interest.
Summarizing our convictions and e.xpectations, we were determined to face the issue
squarely and to play fair in all phases of the study.
After obtaining Bureau of the Budget approval for the study, we in the Department
of Commerce rolled up our sleeves and went to work. We played fair by inviting every
federal agency having an interest in the problem, or which might in any way be affected
by the outcome of the study, to participate in the nation-wide undertaking.
Within the Department of Commerce this meant the United States Coast and
Geodetic Survey, which operates vessels in the conduct of its work ; the Maritime Admin-
istration, which has an active and reserve merchant marine fleet and has certain responsi-
bilities incidental to merchant vessels designed and constructed with federal financing;
and the Bureau of Public Roads, the principal road building agency of the federal gov-
ernment, which also serves as the focal point between the executive branch of the federal
government and the states on highway matters.
Outside the Department of Commerce, the invited agencies included:
The United States Coast Guard, which has responsibility for maintaining naviga-
tional aids in the waterways and which becomes a part of the Department of the Navy
in time of national emergency. The Coast Guard has control over federally-owned
watercraft needed for the performance of its work.
The Tennessee Valley Authority, which, together with the Corps of Engineers, is
responsible for decisions concerning navigational clearances in bridges across the Tennessee
River and its tributaries. TVA also owns and operates a number of watercraft.
The Department of the Navy, which has navigational clearances needs for accom-
modation of the federally-owned defense watercraft under its jurisdiction.
The Corps of Engineers, Department of the Army, which is responsible for naviga-
tional improvements. The Corps also determines navigational clearance requirements in
bridges under laws that have been in force since the turn of the century. It has jurisdic-
tion and immediate control over many federally-owned watercaft engaged in waterway
construction and maintenance activities, and for many years it has served as the focal
point between the executive branch of the federal government and the operators of
privately -owned watercraft.
The Interstate Commerce Commission, which through its Bureau of Accounts, Cost
Finding and \'aluation, serves as the focal point between the federal government and the
railroads on railroad valuation and related matters.
The Bureau of the Budget, Executive Office of the President, which serves as the
clearing house for the president on legislative proposals and has related responsibilities for
budget matters, program coordination and management improvement.
We played fair in pointing out to those federal agencies that the framework of the
study called for participation by each one to the extent of its known interest. The Bureau
of the Budget excluded itself from direct participation in the study, but assigned an
observer to it.
No problems existed with respect to the requirements of the Maritime Administra-
1038 Waterway' s and Harbors
tion; the United States Coast and Geodetic Survey; the Department of the Navy; and
the Transportation Corps, Department of the Army. The major interest of those agencies
was concerned with the navigational clearance needs of watercraft under their immediate
control and with the feasibility of adjusting projections of such craft so the craft could
be accommodated by reduced bridge clearances. The responsibiHty of the Coast Guard,
which includes its own watercraft as well as navigation regulations affecting numerous
other craft, presented no serious problem. The Tennessee Valley .Authority was given
a full opportunity to have its views recognized.
Major difficulties arose in only two areas of the effort. The first was concerned
with the need for a realistic evaluation of bridge costs due to navigational needs. Because
the Corps of Engineers, Department of the Army, for many years has been administering
federal laws which control navigational clearances in bridges, we believed that that
agency should be a direct participant in the proposed evaluation. We hoped that bridge
cost data of unquestioned acceptability could be prepared through the joint efforts of the
Corps of Engineers, the Bureau of Public Roads, and the State Highway Departments
for highway bridges, and of the Corps of Engineers and each bridge owner for railroad
bridges.
To facilitate the detailed work, the Bureau of Public Roads had devoted more than
a year, including extended field study, in the preparation of uniform instructions for
evaluating highway bridge costs due to navigation needs. The reasonableness of the in-
structions thus developed is evidenced by the fact that, following consultation with the
Interstate Commerce Commission and review by its own staff, the Association of Amer-
ican Railroads adopted very similar instructions for evaluating the railroad bridge costs
due to navigational needs.
Tentative agreement was reached at an early date for complete cooperation. However,
when this phase of the effort was started, the representatives of the Corps of Engineers
pointed out that their agency did not have sufficient authority or funds for this complete
cooperation. Therefore, while the Corps of Engineers did participate in the preliminary
planning of the study, that agency did not take part in the preparation of the bridge
cost data.
The second area of difficulty was concerned with the feasibility and cost of altering
watercraft projections. In the Department of Commerce, it was assumed that the Corps
of Engineers could develop the information not merely for its own watercraft but also
for privately owned watercraft. Several facts were well established before the Corps
was invited to participate. To illustrate, we knew that the Corps had direct jurisdiction
over a number of federally-owned watercraft it uses in waterway constuction and main-
tenance activities. We also knew that the Corps annually publishes several transportation
series which list the watercraft of American registry engaged in commercial operations on
specific waterway systems.
Furthermore, our observations indicated that whenever it prepares its recommenda-
tions to the Secretary of the Army as to the navigational clearances to be required for
any specific bridge, the Corps of Engineers also had available data on the watercraft
presently navigating the particular waterway and those which are expected to do so in
the future. Here, again, the representatives of that agency pointed out after the study
was started that their agency lacked the authority and the funds to develop the informa-
tion relating to privately-owned watercraft. Actually, it was not until August 19S4, and
some time after the data-collecting process was completed by the other cooperators, that
the Corps actually furnished data concerning the feasibility of modifying its own
watercraft.
J
Address of Paul F. Royster 1039
In mentioning the foregoing points I do not intend to suggest or imi)ly any
criticism of the Corps of Engineers. Its representatives were and are in a position to
determine what authority their agency has, and what it can and cannot do. I am bring-
ing these points to light to show that even though we in the Department of Commerce
clearly recognized from the inception of the study that we were delving into an issue
that has been highly controversial for more than a century, at no time have we denied
any federal agency having an interest in this problem a real opportunity to take part
in the study. By the .>;ame token, we made it clear in various discussions and deliberations
that the Department of Commerce wou'd not compromise its integrity and objectivity
in preparing or analyzing the facts needed for a proper evaluation of this complex prob-
lem. Stated simply, we wanted to play fair with all interests and we expected fair play
from them.
To overcome the deficiency of information on privately owned watercraft, we in the
Department of Commerce requested the Bureau of Public Roads to prepare a detailed
analysis of the watercraft listed in Corps of Engineers Transportation Series No. 4. That
publication contains information concerning privately owned watercraft (except fishing
craft and pleasure craft) that operate on the Gulf Intra-coastal Waterway and the
Mississippi River System. The resultant gap in our compilations was caused by our
reluctance to having the Department of Commerce deal directly with watercraft interests
that normally reported through the Corps of Engineers. We also asked the Transportation
Council of the Department of Commerce for advisory comments on the effect of naviga-
tional clearances in bridges upon transportation costs.
As stated before, the data on bridge costs due to navigational needs was prepared
without participation by the Corps of Engineers. The report on our study, which was
just released, climaxes the initial phases of our determined effort to highlight the need
for realistic federal policies concerning navigational clearances for highway and railroad
bridges.
The facts emanating from this study revealed many things. We do not wish to
burden you with many details which you can obtain at your leisure by reading the
report, but there are a few major items I want to mention to stimulate your interest.
For example, based upon the bridges actually studied in detail we learned that the pro-
vision for accommodation of navigation, as adjusted to IPSO prices, exceeded $754 mil-
lion. This amount, of course, is startling. Yet, we know that the total adjusted cost of
construction of bridges for accommodation of navigational needs is even greater than
that amount. We were unable to prepare cost data on all the bridges in this category,
and tunnels were excluded from the study.
The annual cost of maintaining and operating bridges for accommodations of naviga-
tion is estimated at $16.0 million, and the annual cost of vehicular and train delays
resulting from navigational requirements is no less than $11 million.
At least 21 movable-span highway bridges in 13 states, and at least 2 movable-span
railroad bridges, never have been opened for the accommodation of watercraft. No less
than 375 movable-span highway bridges in 30 states and 179 movable-span railroad bridges
are opened on an average of once a day or less. Some 425 movable-highway and railroad
bridges were reported as not having been opened for a year or longer.
The relative infrequency of many movable-span bridge openings was further explained
by detailed analysis of Corps of Engineers Transportation Series No. 4, which, as I have
mentioned, lists watercraft of .■\merican registry (e.xcept fishing craft and pleasure craft)
operating on the Gulf Intracoastal Waterway and the Mississippi River System. Of a
total number of 9953 watercraft listed, only 1780 (or 18 percent) have projections which
1040 Waterways and Harbors
extend above 25 ft when the craft are Ught; only 1103 (or 11 percent) have projections
above 30 ft, only 556 (or 5.6 percent) have projections above 40 ft, and only 79 craft
(less than 1 percent) require the established clearances. It is small wonder that overland
transportation intei'ests for many years have questioned the need for a minimum vertical
clearance of 72 ft on the Gulf Intracoastal Waterway.
The study a'so revealed a very significant thing which could be of particular interest
to you. It disclosed that while it is true that the railroad interests have been presenting
statements at Corps of Engineers hearings on proposed navigation projects, or concerning
the establishment of navigational clearances in bridges, the statements generally failed
clearly to point out the relationship between added railroad bridge costs due solely to
navigational needs and the economic justification of navigation projects. This failure to
be specific likewise is true in many of the statements that have been filed by highway
interests. However, we would like to call to your attention a paragraph which we found
in a statement filed by the Mississippi State Highway Department at a Corps of En-
gineers hearing in December 1QS2, concerning proposed waterway improvements on
Chunky Creek, the Chickasawhay River, and the Pascagoula River. The paragraph reads:
"Since the existing federal laws provide in effect that bridge clearances should
be determined by the Corps of Engineers, this Department would greatly appreciate
a formal expression from your office as to the horizontal and vertical clearances
expected to be required on these waterways, together with details of the proposed
channel alterations, and highway relocations that might be involved. With this
requested information on hand, it should be possible for us to furnish you with
an estimate of the effect that the contemplated improvements, if undertaken,
would have upon highway transportation development. These figures, when con-
sidered with the comparable figures which, it is presumed, you will obtain with
respect to railroads, should provide your office with the additional facts needed,
in our opinion, to make any recommendation to Congress."
Because the entire statement clearly describes overland and waterway transportation
relationships at bridges across navigable streams, we included it as an Appendix in the
Department of Commerce report. That statement touches upon the essence of this whole
problem. It preaches fair play. On the one hand, it clearly respects the right of the Corps
of Engineers, under existing laws, to determine what waterway improvements that
agency may recommend for navigational purposes, and what kind of navigational clear-
ances it may require for accommodation of watercraft. On the other hand, it asks the
Corps of Engineers to respect the equal right of the overland transportation interests to
determine how much the navigational clearances that agency requires in bridges will
increase overland transportation costs, and to have those figures included in navigation
project reports that are submitted to the Congress.
Recent developments indicate that the Corps of Engineers already has begun to
recognize the equity of these views. In October of last year, representatives of the Depart-
ment of Commerce and of the Corps of Engineers completed lengthy discussions in
arriving at a statement of Corps of Engineers views for inclusion in the Commerce
report.
Immediately following those discussions, in fact even before we had obtained the
formal views of the cooperating federal agencies concerning our report, the Corps of
Engineers spelled out to its people a policy that an economic analysis of comparative
costs and benefits should be made in bridge clearance cases. According to General E. C.
Itschner, the very able assistant chief of engineers in charge of Civil Works, who pre-
Address of Paul F. Royster 1041
sented a paper before the Mississippi Valley Association on February 7, 1955, the analysis
is used as one part of the study leading to the final decision as to what constitutes an
unreasonable obstruction to navigation.
Because for at least two years we faced many criticisms and absorbed untold frustra-
tions in our effort to keep this navigational clearance study alive and moving forward,
we derive a feeling of persona! satisfaction in quoting further from General Itschner's
paper. He stated:
"Some of the data for the analysis originates with the navigational interests,
who must analyze the characteristics of waterway commerce passing the intersec-
tion in question and determine the resultant damages or losses if certain re.strictive
clearances are provided.
"Conversely, navigational interests must demonstrate the resulting benefits in
terms of dollars to be realized by the provision of clearances proposed by them.
The problem resolves itself into one where both land and water transportation
interests must fully consider the economic effects of the final decision on the overall
economy of the region."
That statement, and the policy directive issued earlier by the Corps of Engineers,
are current evidence that the Corps of Engineers earnestly desires to play fair in arriving
at decisions on this subject. Some of you who have been confronted with the problem
of what appeared to be unreasonable and uneconomic navigational clearances in bridges
for many years, and some of the highway interests who have had similar experiences,
may well be saying: "at long last!" However, we in the Department of Commerce, who
are charged with responsibility for continued treatment of this problem feel that at
present we stand merely at the beginning in a new era of understanding of "fair play"
pohcy on this subject.
Not too long ago it was suggested to mc that the concept of fair play, which from
the start the Department of Commerce has been carefully shaping into this activity,
should not be limited to the federal agencies involved. The proposal that was made
called for active participation by all public and private surface transportation interests —
waterway, rail, highway, and pipeline. In effect, it provided that before final decisions
are reached by the responsible federal official on such matters as the classification of
navigable waterways, or the establishment of standard navigational clearances for bridges,
all the affected surface transportation interests, as an advisory committee, would be
given a real opportunity to explore the overall problem on a regional basis. The regional
advisory committee would point out the areas of agreement and any indicated areas of
disagreement on the problems assigned to it. The range of any disagreements would
be noted. The committee report would be furnished to the responsible federal administra-
tor who would exercise his discretion in applying its recommendations to his decisions.
The proposal was made on the theory that such an advisory committee with ade-
quate representation, in highlighting the areas and the degree of disagreement, would
be able to pinpoint specific problems requiring careful analysis by the responsible federal
administrator. The suggestion to me was accompanied by a request that it receive earnest
consideration. The views of all the affected transportation interests on such a proposal
would be most interesting.
I should like to end this discussion on a note of high hope that as a result of the
work done on this particular phase of your many problems, substantial progress may
be made in your continuing struggle for greater efficiency and economy in your railroad
operations.
1042 Waterways and Harbors
Chairman Anderson: Thank you, Mr. Royster, for your interesting and informative
talk on a matter which is of great importance to the raih-oads. Also, thank you, Mr.
Hollar.
I would like to add here that the report referred to by Mr. Royster is entitled Navi-
gational Clearance Requirements for Highway and Railroad Bridges, and copies are
available by writing to the United States Department of Commerce, Room 6225, Com-
merce Building, Washington 25, D. C. And do not fail to enclose $1.50 per copy.
We have a little committee business to attend to now.
I would like to mention first that two of our members died during the past year —
Mr. G. A. Knapp, special engineer. Joint Railroad Special Committee, Houston, Tex.,
and Mr. J. L. Vogel, retired engineer of structures, Delaware & Lackawanna Western
Railroad, Hoboken, N. J. Suitable memoirs have been prepared that will be included in
the Proceedings.
MEMOIR
(georse Albert ilnapp
October 13, 1954, marked the passing of George Albert Knapp, who for many years
served the southwestern railroads as an expert on competitive transportation matters.
Mr. Knapp was born in Baltimore, Md., on October 16, 1881, and received his
technical education at Lafayette College and Baltimore Polytechnic Institute. Early in
his career his experience was wide and varied, having been gained in various capacities
on Central American as well as North American railroads.
At the outbreak of the first World War he entered the army training school at
Fort Leavenworth and passed through the ranks of student officer, captain and major.
Corps of Engineers. On April 8, 1918, he was promoted to the rank of lieutenant colonel
and immediately joined the American Expeditionary Forces in France, where he served
until late in September 1919.
At the time of his death Mr. Knapp had held membership in the American Railway
Engineering Association for about nine years and during this time had served on Com-
mittee Q — Highways, and Committee 25 — Waterways and Harbors. He was also a member
of the Association of American Railroads' Committee on Waterway Projects, and chair-
man of the committee's Zone 11.
The greater part of Mr. Knapp's career was .spent in the service of the Southern
Pacific Lines, which he served as special engineer on valuation matters until September
1947, when he was granted leave of absence to engage in study and research of com-
petitive transportation, on which subject he was an outstanding authority, having many
times dealt effectively with governmental agencies in presenting the railroads' case when
projects detrimental to their interests were proposed. On this assignment he served until
October 16, 1951, when he reached the age of 70 and was retired from active railway
service under the regulations of his company.
Upon retirement he continued his activities in the field of competitive transportation
as special engineer in charge of waterway work of the Joint Railroad Special Committee
in behalf of all the railroads in Texas.
Mr. Knapp was a member of the Lutheran Church, a Mason and a Shriner. He
also held memberships in Sigma Chi fraternity, the Engineers' Club of Houston, and
the Leon Springs First Officers' Training Camp Association.
With his passing the railroads have lost a champion in their fight against the inroads
of subsidized competition. The vigor and force of his efforts in their behalf will be long
remembered.
Discussion 1043
MEMOIR
3fof)n ILconarb "^ogel
John L. N'ogel, retired enjiineer of structures of the Delaware, Lackawanna and
Western Railroad, died at his home in Manasquan, N. J., on August 23, 1054, following
a short illness.
Mr. Vogel was born February 2Q, 1X84, in Jersey City, N. J., where he attended
public schools. He received his engineering education at Cooper Union, New York. He
started his engineering career with the American Bridge Company in IQOl and subse-
quently .served with W. H. Post, consulting engineer; the Central Railroad Company
of New Jersey as designer and assistant bridge engineer; the Public Utility Commission
of New Jersey as principal a.ssistant engineer; the New Jersey State Highway Depart-
ment as bridge engineer; and from 1Q25 until his retirement in 1054 he was engineer of
structures of the Delaware, Lackawanna and Western.
Mr. \'ogel was a Life Member of the .\merican Society of Civil Engineers and the
.\merican Railway Engineering Association, and had served on Committees 7, Wood
Bridges and Trestles, and 25 — Waterways and Harbors, of the latter organization.
He was very active in community politics for the past .^0 years, serving as council-
man, tax assessor, and president of the Borough Council, and for 8 years, mayor of
Manasquan. He was also senior warden of the Church of St. Uriel the Archangel in Sea
Girt, N. J., at the time of his death.
Mr. Vogel was a man of great energy and force, with an extraordinary capacity for
work. He gave unstintingly of his time to his work, home, church and community. He is
greatlv missed bv all his friends and business associates.
Chairman Anderson: Under the rules of the Association, the chairman and vice
chairman serve for a period of three years. That period has now expired for the present
chairman and vice chairman, and a new chairman and vice chairman will now take over.
I wish to thank Mr. Howard and his staff, and members of the Association who
have assisted the committee during the past three years. It is much appreciated.
Now, I wish to introduce the new vice chairman, of our committee — Mr. F. B.
Manning, engineer of bridges and structures. Northern District, Chesapeake & Ohio
Railway, Detroit, Mich. (Applause)
Next, I would like to introduce the new chairman, A. L. Sams, office engineer,
Illinois Central Railroad, Chicago. (Applause)
That concludes our presentation.
President Miller: Before I proceed to make a presentation to the new chairman
of Committee 25, I would personally like to thank our speaker today. I know he has a
train to catch, and so that he may be released, I would just like to say to him, on behalf
of our Association, that the work which he and his department are doing is certainly
something that we have been in need of for many years. Greater understanding and
fair play are things we can adopt in ail of our work. They should be the basis of
every engineer's study.
Thank you very much, Mr. Royster. (Applause)
Mr. Anderson, the Association is deeply appreciative of your leadership of Committee
25 since 1052, when your committee was reactivated. There is a real need for your
committee within the committee framework of our Association.
-And we are ver>' fortunate in your successor as chairman — Mr. Sams, who we are
sure will carr>' forward the work of the committee aggressively for the next three years.
1044 Highways
If Mr. Sams will please stand, I would like to present him with a chairman's gavel,
as a symbol of his authority in the conduct of his committee meetings. The band on the
gavel reads, "A. L. Sams, Chairman, Committee 25, 19SS-1957." (Applause)
Mr. Sams, we are sure that you will use this gavel with distinction throughout your
term as chairman.
Mr. Anderson, speaking for the Association, I would like to thank you for bringing
Mr. Royster to us today. Your committee is now discharged with the thanks of the
Association.
(Vice President G. M. O'Rourke assumed the chair.)
Vice President O'Rourke: The next committee to report to the Association is
Committee 9 — Highways, of which Mr. W. C. Pinschmidt, engineering assistant to vice
president — construction and maintenance, Chesapeake & Ohio Railway, is chairman.
May I ask Chairman Pinschmidt, the vice chairman, the secretary of the committee, and
all of the subcommittee chairmen to take their places at the main speakers' table on the
upper platform, and the other members to find their places at the committee table directly
in front of me, filling out any vacant chairs at the main speakers' table?
I would like to repeat the president's invitation to the membership for questions or
discussion from the floor.
Mr. Pinschmidt, you may proceed with the presentation of your committee report.
Discussion on Highways
(For report, see pp. 369-382.)
(Vice President O'Rourke presiding.)
Chairman W. C. Pinsch'midt (Chesapeake & Ohio) : The report of Committee 9
is found in Bulletin SIS, beginning on page 369. There are four assignments on which
the committee will report. On three other assignments the committee has made progress
during the year, but is not presenting reports at this time. The chairmen of the sub-
committees working on these three assignments are Messrs. J. E. K. Krylow, T. M.
Vanderstempe], and J. A. Jorlett.
The first report to be submitted is on Assignment 1 — Revision of Manual. Mr. C. I.
Hartsell, division engineer, Chesapeake & Ohio Railway, is chairman of the subcommittee,
and will present the report.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man C. I. Hartsell (Chesapeake & Ohio).
Mr. Hartzell: In its continuing effort to clarify, simplify and standardize the high-
way portion of our Manual your committee recommends the deletion of present Figs. 1,
2, 3 and 4 showing Highway Crossing Signs, substituting therefore Figs. 1, 2, 3 and 4
showing Highway Crossing Signs with revised notes and titles as contained in Bulletin
518. Mr. President, I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
Your committee believes that the present chart of Recommended Use of Highway-
Railway Grade Crossing Signals in the Manual should be expanded to include the recom-
mended use for the "No Right Turn" and "No Left Turn" signals. Mr. President, I move
the deletion of the present chart and substitution of the revised chart of Recommended
Use of Highway-Railway Crossing Signals as contained in Bulletin 518.
The Manual now contains requisites for "No Right Turn" or "No Left Turn" sig-
nals. So that we may more readily refer to them and place them with other signal plans
and requisites, your committee recommends the reapproval of the requisites and the
Discussion 1045
re-numbering of the pages, placing the requisites in Part 2 of Chapter 0 in the Manual.
Mr. President, I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
The plan for "No Right Turn" or "No Left Turn" signal has been revised as to
notes contained on the figures and the notes have been clarified. Mr. President, I move
that Fig. 11, "No Right Turn" or "No Left Turn" signal, as published in Bulletin 518,
be substituted for the present Fig. 1 in the Manual on page 9-M-14.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. President, this concludes the report on Assignment 1.
Vice President O'Rourke: Thank you, sir.
Proceed, Mr. Pinschmidt.
Chairman Pinschmidt: The chairman of the next subcommittee, Mr. R. E. Not-
tingham, division engineer, Louisville & Nashville Railroad, is unable to be here today.
Mr. Nottingham has contributed much time and effort toward the preparation of the
specifications for highway grade crossings over railway tracks contained in the Manual.
The current assignment covers design and specifications of open grating type crossings.
However, upon recommendation of Committee 9, the Board Committee on Outline of
Work has changed the assignment to read, Merits and Economics of Metal Grating
Type Crossings. The committee is continuing its study on this basis.
I am sure Mr. Nottingham will appreciate receiving from the membership any data
pertaining to this type of crossing. The report is presented as information. If there are
any suggestions at this time, the committee would certainly be glad to hear from the
membership.
Vice President O'Rourke: If anyone on the floor has a question or suggestion,
comments or discussion, please stand and raise your hand, and the bellman will give
you a microphone. Please state your name and your railroad.
Robert C. Hii,l (Erie Mining Company): We have a question regarding the use
of this grating-type crossing, and that is its applicability in regions where we have game
crossing the road. Are we going to encounter any difficulty with game, such as deer,
becoming entangled in the crossing? Has this matter been discussed or considered at all?
Ch.'.irman Pinschmidt: I must confess that is a new angle, and something to which
the committee would be glad to give consideration. Have you any suggestions in that
regard ?
Mr. Hill: In that regard, I note that a number of manufacturers do furnish the
smaller size or type of grating which will permit animals to cross over without punching
through the grating. Perhaps this would be the answer to my question. I would appreciate
any recommendations you might have to make.
Chairman Pinschmidt: Thank you for the suggestion.
Now, are there any further remarks? I am sure our subcommittee chairman is hopeful
for further discussion on this subject. If you have anything in mind that will be helpful,
we would like to hear it.
Vice President O'Rourke: If there is nothing further, proceed, Mr. Pinschmidt.
Chairman Pinschmidt: Assignment 4 covers an outline to guide highway depart-
ments and others in making applications for easements, etc. Mr. E. R. Englert, assistant
engineer, Louisville & Nashville Railroad, chairman of the subcommittee, has also been
detained. In his absence I shall present the report of the committee.
Assignment 4 — Outline to Guide Highway Departments and Others in
Making Applications for Easements, etc., was presented by Committee Chairman
1046 Highways
W. C. Pinschmidt in the absence of Subcommittee Chairman E. R. Englert (Eouisville
& Nashville).
Chairman Pinscmidt: Most of us know that railways receive requests from high-
way departments and others for highway, street and private roadway easements. Almost
invariably there will be too little of certain information and often too much of other
unnecessary information. Frequently, railway company engineers have to make extensive
I'leld surveys before it is possible to determine what effects the requested easement may
have on railway property and operations.
The outline or guide that has been developed by the committee calls for the sub-
mission of a plan, a profile, details of drainage, cross sections, and a plat suitable for
attachment to the easement document. It also includes information about the formalities
of submitting the application.
This outline may not fully serve the needs of every railroad, as there are, no doubt,
some items that have not been included. However, the committee feels that publication
of the outline will give highway engineers and others concerned a good idea of what is
required, and that it should be included in the manual.
The report is presented as information, with the view to recommending its adoption
for printing in the Manual next year. The committee welcomes your comments and
criticisms.
Vice President O'Rourke: Are there any comments?
Your report will be so received, Mr. Pinschmidt.
Chairman Pinschmidt: The assignment on which Subcommittee 7 has been working
for several years is one that has caused much thought, study and discussion. However,
the committee feels that the report in its present form is ready for consideration by the
Association.
Mr. J. M. Trissal, assistant chief engineer, Illinois Central Railroad, is chairman
of the subcommittee, and will present the report.
Assignment 7 — Sight Distance at Highway-Railway Grade Crossings,
was presented by Subcommittee Chairman J. M. Trissai (Illinois Central).
Mr. Trissal: Mr. Vice President, gentlemen:
Your committee studying sight distance at highway-railway grade crossings has given
a great deal of consideration to the multiplicity of problems involved in order to make
recommendations on this subject. Our report is based on a theoretical study of the time,
velocity and distance factors of highway and railroad traffic intersecting at grade crossings
where manual or automatic protection is not supplied. The sight distances involved, for
all practical purposes, limit their application to rural areas. It will be noted that there
are no factors of safety allowed to take into account slippery pavements, poor brakes,
slow driver reactions, down grades or other variable items. These factors of safety are
omitted primarily because we do not know how to incorporate them in a manner which
would cover all conditions.
It will also be noted that the maximum speed of automotive vehicle considered is
40 mph, as it is the feeling of >our committee that if higher speeds were considered,
the size of the area required to afford sight distance would be beyond reason.
Your committee has also given considerable thought to the possible trap which is
set up by providing sight distance in the manner shown. By possible trap, we mean that
if a driver does not become aware of a train until he is closer to the railroad track than
the sight distance afforded and tries to stop, a collision is very likely to result. To be
safe, the driver must continue at the designated speed and thus will pass in front of
Discussion 1047
the train. This is contrary to the normal reaction of the driver, and has caused consid-
erable discussion among the members of your committee.
Consideration is being given to studying the subject with the viewpoint of recom-
mending safe automotive speeds based on the sight distance available. In this manner
safety at crossings would be dependent on effective speed control and the alertness of
drivers.
It is recommended that the subject be continued.
Vice President O'Roi'kke: Arc there any comments, questions or suggestions from
the floor?
The report will be so received, Mr. Trissal.
Chairman Pinsciimidt: Mr. Vice President, this concludes the report of Com-
mittee 9.
Vice President O'Roirke: Mr. Pin.-chmidt, yours is one of the valuable committees
of our Association, and we appreciate the diligence of its efforts during the past year
under your direction. We particularly appreciate your watchfulness of your chapter in
our Manual of Recommended Practice, and the recommendations which your committee
has presented this year in order to improve the recommendations of the Association with
respect to highway crossing signs and highway-railroad grade crossing signals.
Your committee is excused with the thanks of the Association.
The next committee to report is Committee 20 — Contract Forms, of which Mr,
G. W. Patterson, assistant chief engineer, Central Region, Pennsylvania Railroad, is
chairman. Unfortunately, Mr. Patter.son is recuperating from a period of ill health and
is unable to be at our convention this year. Accordingly, the report of the committee will
be presented by the vice chairman of the committee, Mr. W. D. Kirkpatrick, assistant
to the chief engineer, Missouri Pacific Lines.
Incidentally, since Mr. Patterson is completing his third year as chairman of Com-
mittee 20, Mr. Kirkpatrick will become the chairman of this committee at the close of
our convention.
Will Mr. Kirkpatrick and members of his committee please come to the platform ?
Discussion on Contract Forms
(For report, sec pp. 38.? .^^90.)
(Vice President O'Rourkc presiding.)
Vice Chairman W. D. Kirkpatrick (Missouri Pacific) : Mr. President, members of
the Association and guests: I am sorry that our very able chairman, Mr. G. W. Pat-
terson, is unable to attend our convention this year due to a rather severe illness from
which, I aoi happy to say, he is recovering satisfactorily. Mr. Patterson has requested
me, as vice chairman, to present the report of Committee 20 in his absence.
During the past year your committee has seen fit to award the honorary degree of
Member Emeritus to two more of its retired members, namely, Mr. O. K. Morgan,
formerly consulting engineer. Piedmont ik Northern Railway, and Mr. F. L. Nicholson,
formerly chief engineer of the Norfolk Southern Railway. Both men had given long
and valuable service to this and other committees, and were well qualified to receive
the award.
Shortly after the award to Mr. Nicholson, however, we were saddened by news of
his death on May 24, 1954. A memoir in his honor was published in Bulletin 517.
During the past year Committee 20 has undertaken the study of six assignments,
five of which were carried over from the previous year and two of which have now
1048 Contract Forms
been brought to conclusion. The complete report may be found in Bulletin 518 for the
month of November, 1954, page 325, and will appear in Vol. 56 of the Proceedings,
same page.
The report on Assignment 1 — Revision of the Manual, will be presented by Mr.
W. R. Swatosh, assistant superintendent of construction of the Erie Railroad, chairman
of the subcommittee.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man W. R. Swatosh (Erie).
Mr. Swatosh: The revisions proposed in the Form of Construction Contract, in the
main, consist of changes and additions in order that the text of this form will be in har-
mony and on a current basis with other Manual agreements.
It is pointed out that the insurance provisions, as revised, specifically provide insur-
ing of contractual liability assumed under the indemnity provisions of this agreement.
The agreement appearing in the Manual provides for furnishing a specific performance
bond, but contains no provision for its cancellation. It was considered desirable to include
a cancellation provision.
The committee, therefore, recommends the reapproval of the Form of Construction
Contract, together with the approval of the changes and additions as set forth in the
report. I so move.
(The motion was regularly seconded.)
Vice President O'Rourk: It has been moved and seconded that the revision of the
Manual, as suggested by Mr. Swatosh, be carried out. Are there any comments or
questions ?
A. T. Powell (Grand Trunk Western) : I have a question. On page 384 of this
Bulletin, your committee states that the policies shall be endorsed to cover contractual
liability of the contractor. Why is it necessary to have a policy cover such liability? Isn't
the financial status of the contractor investigated prior to sending out the contract
for bids?
Mr. Swatosh: That is a very good question, and a lengthy one.
Yes, contractors are investigated before invitations for bids are sent out. However,
the indemnity provisions of the contract impose a liability upon the contractor that he
generally insures against insofar as his legal liability is concerned, but when he signs a
contract, he assumes liability over and above his legal requirements, and it is therefore
considered desirable to have this liability that he assumes — over and above his legal
liability — insured. It is felt that the railroad gets protection in that way.
Vice President O'Rourke: Is there any further discussion of the subject? Are you
ready for the question?
(The motion was put to a vote, and carried.)
Mr. Swatosh: As to the Form of Agreement for the Use of Railway Property by
High-Pressure Pipe Lines, with Special Reference to Pipe Lines Carrying Inflammable
Oil and Gas: During the last couple of years. Committee 1 — Roadway and Ballast, has
gone to some length to eliminate the word, "inflammable," from its specifications for
pipe line crossings under railroad tracks, and has substituted therefor the word, "flam-
mable." Accordingly, the committee feels that it is desirable to use the word, "flam-
mable," in the heading of this agrement, in order that it and the specifications are in
harmony in this respect.
In collaboration with Committee 4 of the Signal Section, this agreement is being
expanded to provide for the installation of cathodic protection of pipe line crossings
at time of initial construction.
Discussion 1049
The committee recommends reapproval of the Form of Agreement for the Use of
Railway Property by High-Pressure Pipe Lines, with Special Reference to Pipe Lines
Carrying Inflammable Oils and Gas, together with the approval of adding cathodic
protection to Sec. .<, and the use of the word, "flammable," in the headin-,^ of the form.
Mr. Vice President, I so move.
(The motion was regularly .seconded, was put to a vote, and carried.)
Mr. Sw.^tush: That completes the report of Subcommittee 1.
Vice President O'Rourke: Thank you, .sir.
Vice Chairman Kirkpatrick: Assignments 2 and 3, which apply respective'y to the
development of a Form of Agreement Covering Subsurface Rights to Mine Under Rail-
way Property, and Form of Agreement covering the same with respect to non-carrier
property, are being studied by the same subcommittee.
Mr. L \'. Wiley, assistant engineer of the Chicago, Milwaukee, St. Paul & Pacific
Railroad, subcommittee chairman, will present the report.
Assignment 2 — Form of Agreement Covering Subsurface Rights to Mine
Under Railway Carrier Property,
and
Assignment 3 — Form of Agreement Covering Subsurface Rights to
Mine under Railway Non-Carrier Property, -.vere presented by Subcommittee
Chairman L \'. Wiley (Milwaukee Road).
Mr. Wiley: Last year your committee presented, as information, a tentative draft
of Form of Agreement Covering Subsurface Rights to Mine Under Railway Carrier
Property, and asked for comments and criticism from the members. A number of mino!
revisions have been made, and the committee now recommends the adoption and pub-
lication in the Manual of the revised form.
Mr. Chairman, I move that this convention accept the form for publication in
Part 7, Miscellaneous Agreements of Chapter 20 of the Manual.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Wiley: The study of Assignment 3, which, incidentally, has been changed by
the Board of Direction to read "Form of Lease Covering Subsurface Rights to Mine
Under Railway Miscellaneous Physical Property," is progressing, but is not ready for
a report to this convention.
Vice President O'Rourke: Thank you, sir.
Proceed, Mr. Kirkpatrick.
Vice Chairman Kirkpatrick: Assignment 4 covers the preparation of a Form of
Lease for Development of Oil and Gas on Railway Lands. Mr. K. A. Begemann, assistant
engineer, Missouri Pacific Lines, and a member of the subcommittee, will pre.sent the
report.
Assignment 4 — Form of Lease for Development of Oil and Gas on Rail-
way Lands, was presented by K. A. Begemann (Missouri Pacific).
Mr. Begemann: In 1952 your committee submitted as information a tentative
form for the subject matter of this form of lease, and requested comments and criticisms
from members of the Association. The assignment was temporarily dropped during the
year following, due to the uruency of com.pletely reviewing the chapter incident to
reprinting of the new Manual.
1050 ContractForms
The study was revived in 1Q54, and with some changes, the form was again sub-
mitted as information. Subsequently, minor revisions were made, and your committee
now recommends the form for adoption and publication in the Manual.
Mr. Vice President, I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
Vice Chairman Kirkpatrick: There is no report on Assignment 5 this year.
Assignment 6 covers the preparation of a Form of Agreement for Turnpike or Toll
Road Crossing Railway Tracks and Property. In the absence of Mr. J. W. Wallenius,
chairman of the subcommittee, Mr. E. M. Hastings, Jr., wire crossing engineer of the
Chesapeake & Ohio Railroad, will present the report.
Assignment 6 — Form of Agreement for Turnpike or Toll Road Crossing
Railway Tracks and Property, was presented by E. M. Hastings, Jr. (Chesapeake
& Ohio) in the absence of the J. W. Wallenius (Pennsylvania).
Mr. Hastings: Considerable work has been done during the past year, but the form
is not yet in proper shape for submission. The study will be continued, and a tentative
form will be submitted as information at the next meeting of the Association.
Vice President O'Rourke: Thank you, sir.
Proceed, Mr. Kirkpatrick.
Vice Chairman Kirkpatrick: I would like to conclude our presentation by thank-
ing— on Mr. Patterson's behalf as well as my own — the Association's secretary, the sub-
committee chairmen, and all members of Committee 20 for their efforts and cooperation
during the past year.
Mr. Vice President, this concludes the report of Committee 20.
(President Miller resumed the chair.)
President Miller: Mr. Kirkpatrick, we are very sorry that Mr. Patterson couldn't
be here today to direct the presentation of your committee's report, especially since that
would then be the crowning feature of his three years' work as chairman. We con-
gratulate him upon the effective leadership which he has given to your committee, and
wish for him an early and full recovery.
I congratulate you upon your handling of the committee's presentation in Mr. Pat-
terson's absence, and upon your appointment as chairman of Committee 20. To assist
you in the conduct of your committee work for the next three years, I would like to
present you with this chairman's gavel, which reads, "W. D. Kirkpatrick, Chairman,
Committee 20, 1955-1957." (Applause).
Vice Chairman Kirkpatrick: Thank you, sir.
President Miller: Mr. Kirkpatrick, your committee is now dismissed with the
thanks of the Association.
The unofficial registration as of 4 pm today is 1523 members and guests, compared
with 1383 last year — an increase of 140 — so it looks as though we are headed for another
record.
The last committee to report to us today is Committee 11 — Records and Accounts.
The chairman of this committee is Mr. H. N. Halper, valuation engineer, Erie Railroad,
at Cleveland. I shall appreciate it if Mr. Halper, the committee vice chairman and secre-
tary, and the various subcommittee chairmen, will take their places at the high-level
platform. All other members of your committee may be seated at the committee table
at the lower level.
Mr. Halper, you may proceed as soon as you are ready.
Discussion 1051
Discussion on Records and Accounts
(For report, see pp. 649-674.')
(President G. W. Miller presiding.)
Chairman H. N. Halper (Erie) : Mr. President, members of the Association and
guests: Before proceeding with the presentation of our report, Committee 11 wishes to
express its deep sorrow at the passing — on March 9 of this year — ^of our esteemed mem-
ber, Mr. C. Jacoby, valuation engineer of the Southern Railway System. A suitable
memoir will be prepared and presented as part of our next committee report.
Chairm.an Halper: Your committee has worked through the year on all of its eight
assignments, both by correspondence and at four meetings attended by a large portion
of our members. At one of our meetings, in Cincinnatio, Ohio, we held a brief joint
session with several members of Subcommittee 3 of Committee 16, studying the fluctua-
tion of maintenance-of-way expenses in relation to change in traffic density. Mr. J. P.
Ray, regional engineer, Baltimore & Ohio Railroad, and his subcommittee have done a
great deal of exceptionally fine work on the subject. We propose to hold another meeting
with his subcommittee to render whatever assistance we can in its arduous undertaking.
I should hke to note here that the great honor of Member Emeritus has been
bestowed upon three members of our committee — Messrs. C. C. Haire, of the Illinois
Central, J. H. Hande of the Baltimore and Ohio Railroad, and B. A. Bertenshaw of the
New York Central System. The members of this committee congratulate these men upon
the honor received, and wish to express here our appreciation of the faithful and diligent
work they have done for Committee 11, as well as for the Association.
The report of Committee 11 is printed in Bulletin 520, pages 649 to 674. I should
like to call your attention to a special report entitled, Joint Projects and Joint Facilities,
beginning on page 669. From time to time this committee, in addition to its regular
assignments, requests one of its members specially qualified to prepare an informal talk
or paper on a subject of particular interest to the membership. Mr. William S. Gates, Jr.,
assistant to auditor-valuation, Chicago & Illinois Midland Railroad, presented such a
paper to us at our meeting in New Orleans on January 13, 1954. The above report is a
condensation of his paper.
In the absence of Mr. M. A. Bryant, chairman of Subcommittee 1, his report will
be presented by Mr. W. M. Ludolph, assistant engineer, Milwaukee Road.
Assignment 1 — Revision of Manual, was presented by W. M. Ludolph (Mil-
waukee Road) in the absence of Subcommittee Chairman M. A. Bryant (Missouri
Pacific) .
Mr. Ludolph: Your committee submits the following report of progress in further
revision of the AREA Manual of Recommended Practice.
The revision of Graphical Symbols, Figs. 1 to 8, incl., appearing on pages 11-4-11
to 11-4-18, incl., has been completed by a special joint committee consisting of two
members of this committee and two members of Committee V of the Signal Section,
AAR, operating as American Standards Association Subcommittee 1-AS.A.-Y-32.1.
In addition, AS.\ Subcommittee 1 made revisions in American Standard Graphical
Symbols for Railroad Use, ASA Z32.25, coordinating all revisions with those made in
AREA Graphical Symbols. Revisions were submitted to Allen F. Pomeroy, chairman,
Y-32 Advisory Group, ASA, on September 20, 1954, for review of his group, and all
other committees of ASA. This may take a year, but since any further revision may
affect the AREA symbols under study it is recommended that revision of Figs. 1 to 8,
incl., pages 11-4-11 to 11-4-18, incl., be deferred until final approval by ASA.
1052 Records and Accounts
President Miller; Thank you, Mr. Ludolph. Your report will be so received.
Chairman Halper; Subcommittee Chairman A. H. Meyers assistant engineer— valu-
ation, Texas & Pacific Railway, will report on Assignment 2.
Assignment 2 — Bibliography on Subjects Pertaining to Records and
Accounts, was presented by Subcommittee Chairman A. H. Meyers (Texas & Pacific).
Mr. Meyers: Your committee presents a bibliography of subjects pertaining to rail-
road records and accounts for the period September 1953, to September 1954, both
inclusive, consisting of 52 articles considered worthy of note by your committee.
This report is submitted as information.
The inclusion of an article in this bibliography does not constitute an endorsement
of the individual article.
President Miller: Thank you, Mr. Meyers.
Is there any discussion in connection with this bibliography?
Chairman Halper: Subcommittee Chairman W. M. Ludolph, assistant engineer,
Chicago, Milwaukee, St. Paul & Pacific Railroad, will report on Assignment 3.
Assignment 3 — Office and Drafting Practices, was presented by Subcommit-
tee Chairman W. M. Ludolph (Milwaukee Road).
Mr. Ludolph: This is a progress report, submitted as information. It deals first
with an improved tracing cloth, and, second, with Association of American Railroads
participation in the work of American Standards Association Sectional Committee Y.14
in preparing the "American Drafting Standards Manual", and American Standards Asso-
ciation Committee Y.32 in the revision of American Standard Z.32.2.5 "Graphical Sym-
bols for Railroad Use".
Since our report was submitted, the revised draft of the Standard Z.32.2.5 was
returned by the advisory group of American Standards Association Committee Y.14 to
the task group, with suggestion for further revision of the standard.
The task group met again on December 14, 1954, to consider these suggestions and
made certain changes in the proposed revision of the standard. These consisted principally
in the arrangement of the order of the symbols.
It is expected that revised drawings for the proposed revision of the standard will
be submitted to the advisory group of American Standards Association Committee Y.32
shortly.
President Miller: Thank you, Mr. Ludolph. Is it your intention to have this
material prepared in form for submission and approval for inclusion in the Manual in
another year or so ?
Mr. Ludolph: It is our intention to get this material in the Manual as soon as
possible. There will be a few cases where there will be some revision. For example, the
Signal Section symbols for crossing gates, and so forth, differed from the AREA, and
we are recommending changes in the AREA Manual accordingly. In another case we
have taken the matter up with the Signal Section for revision of their symbols for certain
facilities.
President Miller: That is certainly a desirable procedure.
Chairman Halper: Subcommittee Chairman W. M. Hager, assistant valuation en-
gineer of the Southern Railway System, wiD report on Assignment 4.
Discussion 1053
Assignment 4 — Use of Statistics in Railway Engineering, was presinted
by Subcommittee Chairman W. M. Hager (Southern).
Mr. Hager: This year your subcommittee submits as information progress reports
on its two uncompleted assignments, namely:
Assignment 4-b — Standard Costs Developed by Statistical Methods, and Assign-
ment 4-d — Budgetary Procedures.
Each of these assignments is under the control of a section chairman, following the
pattern for organization adopted by the subcommittee.
A great deal of effort has been devoted to the collection and study of information
pertinent to Assignment 4-d, Budgetary Procedures. Results are beginning to materialize.
The initial draft of a report, which will embrace the better practices and methods in
use, is being prepared for the first critical review and study by the full committee. The
final report on this assignment should be ready for submission to the Association at its
next annual meeting.
The report on Assignment 4-b, Standard Costs Developed by Statistical Methods,
will be presented by Section Chairman L. W. Howard, assistant land and tax commis-
sioner, Chicago and Western Indiana Railroad Company.
L. W. Howard (Chicago & Western Indiana) : This year this subsection of Sub-
committee 4 submits a progress report on continuing Assignment 4-b.
The main effort during the past working season was directed toward development
of a simplified method of obtaining a large volume of operating data for any individual
machine or individual work operation. The method reported on produces such a volume
of information in a short time and permits the obtainment of data through the use of
minimum manpower and at minimum cost.
The subsection has obtained data covering all individual work operations necessary
in a rail laying organization, and is now engaged in directing its efforts toward the com-
bination of the individual work units in such a manner as to produce gang sizes for
different desired results.
This is a progress report, submitted as information, and your subcommittee recom-
mends continuation of the study.
President Miller: Thank >ou, Mr. Howard. Your report will be received as
information.
Chairm.an Halper: Is there any discussion of Mr. Howard's report?
T. M. VON Sprecken (Southern): Is it possible to determine the relative efficiency
of the maintenance of two railroads by comparing the standard costs developed by them?
Mr. Howard: Mr. von Sprecken, I don't believe this committee feels that it is pos-
sible to make a comparison on the basis of the standard costs such as we are developing.
We have found during our studies that standard costs vary greatly, even from mile to
mile on any one railroad, and surely from division to division on such railroad.
We think we would have a comparative value only if one railroad was exactly like
another railroad. That is, were their forces mechanized? Were the two railroads mech-
anized to the same extent? Did they maintain their equipment to the same extent?
Was the ratio of their mileages approximately the same, and divided as between single
track, double track, multiple track, yard track, sidings, and so forth? Is their traffic
the same? Is the topography of the country through which they operate the same? Are
their climatic conditions the same?
I think the committee recognizes that no two railroads could be found with all of
these factors the same, and I have listed only a few of them. We have directed our study
toward developing costs so that a railroad, within itself, can determine the best methods
of organizing its own work.
1054 Records and Accounts
In connection with this, in previous years this subcommittee published — in the Pro-
ceedings, and as Manual material — recommended methods of making comparisons of
railroads, and all those methods, to date, go back to the basic accounting of costs.
Mr. von Sprecken: Thank you, Mr. Howard.
President Miller: Is there any further discussion?
Chairm.an Halper: Subcommittee Chairman H. T. Bradley, valuation engineer of
the Missouri Pacific Lines, will report on Assignment 6.
Assignment 6 — Valuation and Depreciation, (a) Current Developments
in Connection with Regulatory Bodies and Courts, was presented by Subcom-
mittee Chairman H. T. Bradley (Missouri Pacific) .
Mr. Bradley: One of the items mentioned in the report of this subcommittee was
the publication of Elements of Value, as of January 1, 1953, by the Bureau of Accounts,
Cost Finding and Valuation, Interstate Commerce Commission, which was released
March 1, 1954.
On March 4, 1955, the same bureau issued a similar report, showing standard ele-
ments of value for Class I line-haul carriers as of January 1, 1954. The document is a
24-page statement, with an explanation of methods employed on pages 22-24, incl. Ele-
ments of value are shown by individual roads and by regions and districts.
A comparison of this report with the one of January 1, 1953, indicates for the
country as a whole an increase of about 2 percent in original cost, and an increase of
12 percent in the cost of reproduction, new, and cost of reproduction less depreciation.
Actually, railroad construction costs increased only about 4 percent during this period.
The remaining increase is due to a revision of the so-called period price level used in
making these estimates. As of January 1, 1953, period prices were approximately 23
percent below spot prices for 1952, whereas, in the present issue, period prices are only
IS percent below prices for 1953. Apparently this was done on the theory that present-
day prices will remain in effect for a long time to come, or at least the chances of going
back to pre-World War II levels are very remote.
Values assigned to land are virtually unchanged. Working capital decreased
,S20,000,000.
This report is submitted as information only.
President Miller: Thank you, Mr. Bradley. It will be received as information.
Chairman Halper: Is there any discussion of Mr. Bradley's report?
J. P. Morrissey (Erie) : Since main line charges are affected by the depreciation
accruals on new property constructed, after the project is physically completed, how do
these accruals start, on account of such projects?
Mr. Bradley: Your question seems to call for a double-barreled answer, in that we
maintain depreciation records both for the Interstate Commerce Commission and the
Internal Revenue Service.
Answering the first part of the question, which would be in conformity with the
ICC rules, a project is eligible for inclusion in the depreciation base as the cost is
reported under the provisions of Order No. 3, as prescribed by the commission.
Such costs are not usually available during the month following the completion of
the work. One expedient is to estimate the cost of the work and then, when the com-
pletion report is made, to adjust the cost to the true cost. Retirement would follow the
same general rule, except that I would say that in the case of branch line abandonments
authorized by the commission, the effective date of abandonment would be the governing
date, and not the actual date of demolition.
Discussion 1055
With respect to the IRS, under which we pay our income taxes depreciation accruals
are handled on a yearly -basis. In other words, the depreciation base is determined as of
the beginning of the year and as of the end of the year, and a simple average of the
two figures taken. This method results in assuming that all additions and betterments
completed during any given year were in service for six months.
Mr. Morrissey: Thank you, Mr. Bradley.
Chairman Halper: Subcommittee Chairman W. S. Gates, Jr., assistant to auditor-
valuation, Chicago & Illinois Midland Railroad, will report on Assignment 5.
Assignment 5 — Construction Reports and Property Records, was presented
by Subcommittee Chairman W. S. Gates, Jr. (Chicago & Illinois Midland).
Mr. Gates: You will note that our report this year is a progress report. It is the
hope of the subcommittee that we shall complete this study this year and publish a final
report which will include procedure to be followed in producing a B.^^ S8S return with
a tabulating machine. The B.V. 588 report is a system completion report of construction
programs of each railroad for the preceding year, filed annually with the Interstate Com-
merce Commission Bureau of Accounts, Cost Finding and Valuation. These reports form
the basis for the detailed property records of each railroad.
President Miller: Thank you, Mr. Gates.
Chairm.an H.alper: Is there any discussion on Mr. Gates' report?
Fred N. Nye (New York Central) : What use do engineers make of the property
reports, and is their use sufficiently important to justify the cost of preparation?
Mr. Gates: I am most happy to answer that question. The expense of maintaining
the railroad property records through the use of the B. V. 588 returns is more than
justified by their extensive use.
Mr. B. H. Moore's monograph, entitled "The Federal Valuation of Railroads in the
United States, reprinted from AREA Bulletin 503, and available at 50 cents per copy
from the AREA secretary, gives a list, on pages 4,^ to 46, incl., of some 49 different
uses by either the government or the railroads.
For instance, it is used for current cost data, producing construction indices and
annual guide prices. It assists in passing upon proposed railway organization plans, loans,
security issues, and refinancing proposals. It helps in the determination of past accrued
depreciation and reorganized or consolidated railroads. It is used to protect the com-
pany's interest in tax matters. It forms the basis for insurance schedules. It forms the
basic data in the preparation of a rate base required by the various public utility com-
missions when application is made by the railroads for increases in passenger suburban
fares. It helps to arrive at proper rentals to be paid or charged for the use of railroad
property. It is used to give estimates of value assigned to trackage rights.
I could continue on at some length, but time will not permit. Mr. Moore's mono-
graph gives the full details. You will find it very interesting reading.
As a final comment, I wish to add that the valuation records are the only records
available where the details of the physical property owned or used by your company
are set forth in a useable style.
President Miller: Thank you, Mr. Gates.
Chairman Halper: The report on Assignment 7 will be presented by Subcommittee
Chairman M. Friedman, chief valuation engineer of the New York Central System.
1056 Records and Accounts
Assignment 7 — Revisions and Interpretations of ICC Accounting Clas-
sifications, was presented by Subcommittee Chairman M. Friedman (New York
Central) .
Mr. Friedman: Your subcommittee has made several progress reports relative to the
status of ICC Subject 439, "Units of Property and Other Related Matters". This subject
was originally submitted to the Accounting Division of the Association of American Rail-
roads by the Bureau of Accounts and Cost Finding of the ICC on July 31, 1951. It pro-
posed certain revisions of the instructions relating to the accounting classification and also
prescribed a list of units for the depreciable road and equipment accounts, the cost of
which should be written out of the investment accounts when such units are retired and
replaced. The accounting division recognized the importance of the subject as an engineer-
ing as well as an accounting matter; and appointed a working committee consisting of en-
gineers and accountants to study the subject and recommend changes in the ICC proposals
that would eliminate the objectionable features and would be acceptable to the railroads.
The four engineers appointed to the working committee are members of this Association
and its Committee 11.
The working committee and the subcommittee of the AAR Accounting Division held
several meetings among themselves and conferences with representativs of the ICC
Bureau of Accounts, Cost Finding and Valuation, at which various differences between
the original ICC proposals and the railroad recommendations were discussed. The mem-
bership of Committee 11 was currently advised at all of its meetings of progress made
in these conferences, and the Committee 11 reports to this Association during the period
of the negotiations also referred to the developments in the matter.
As a result of the conferences, the ICC Bureau of Accounts, Cost Finding and Valu-
ation submitted a revised proposal dated May 20, 1954, which is considered satisfactory
to the railroad representatives. Your subcommittee advised Committee 11 of this devel-
opment, and after discussion of the revised proposal, the committee adopted a resolution
approving the actions of the working committee and so advised the AREA Board of
Direction.
The revised proposal modifies the Uniform System of Accounts as follows:
(a) Prescribes a list of accounting units to designate those items of property in
the depreciable road and equipment accounts, the cost of which shall be wrH-
ten out of the property accounts when the property is retired and replaced.
(b) Adds instructions for the accounting to be followed relating to "changes in
line of road" and "relocations of yard tracks".
(c) Adds a "major renewal rule" applicable to roadway facilities and equipment
and instructions for the accounting relative thereto.
We are advised that the proposal dated May 20, 1954, was circulated among the
members of the AAR General Committee of the Accounting Division and that it was
approved by a majority of that committee.
The ICC issued a notice to all railroad companies, dated October 12, 19S4, advising
that its Division 1 had approved the modifications to the accounting procedure out-
lined above. The changes in the accounting rules and the list of units attached to the
notice are identical with those in the proposal dated May 20, 1954. The notice required
that any objections to the modifications must be filed on or before Nov. 22, 1954. On
Nov. 24, 1954, the ICC issued the order making these modifications effective Jan. 1, 1955.
The order is included in Amendment No. 4 to the AAR publication of the Uniform
System of Accounts for Railroad Companies.
Discussion 1057
No other changes in the Uniform System of Accounts, or of its interpretations, that
are of interest to engineers have been made since the last report of your subcommittee.
This report is presented as information only.
President Miller: Thank you, Mr. Friedman. It will be so received.
Chairman Halper: Is there any discussion on Mr. Friedman's report?
W. R. SwATOSH (Erie) : To what extent, if any, will expenses, such as indicated
by way of ICC order of November 24, 1954, be effective?
Mr. Friedman: Mr. Swatosh, the analysis of this order and the application of it
possibly will affect operating expenses. However, the points involved in the discussion
of this question depend on the accounting practices heretofore followed by your railroad.
In connection with changes in line of road, relocation of yard tracks, and replace-
ment of depreciable road and equipment property, these practices must have been differ-
ent on the various railroads, because the primary reason for the revised instructions was
to prescribe uniform handling of the accounting for such property changes.
The new instructions applying to changes in line of road require that the cost of
the new line be written out into the investment accounts, and the cost of the abandoned
line written out therefrom may have the effect of decreasing charges to operating
expenses.
Relocations of tracks within a yard, involving the dismantling as well as the shifting
of the tracks, are chargeable to operating expenses under the new instructions. If your
practice was to retire the cost of the dismantled tracks and to write in the cost of the
tracks which replaced them, your charge to operating expenses will be increased.
The application of the major renewal rule to replacement of units of road property
may tend to increase operating expenses, for the reason that those units where the
replacement cost is under $35,000 are exempt from the rule. Such units are considerably
more numerous than higher-valued ones, and you may renew them except for complete
replacement, and charge the cost to operating expenses.
In the event that extensive replacement or renewals are to be made to a unit of road
property, the replacement cost of which exceeds $35,000, you must make the test required
in instructions to determine whether the unit shall be classified as rebuilt, under the
provisions of the major renewal rule, or whether the cost may be charged to operating
expenses.
R. C. Rankin (St. Louis-Southwestern): Under the new order, how would you
account for the driving of a timber trestle where only piling and caps are replaced, and
the deck is not disturbed, other than shifting?
Mr. Friedman: That question also depends upon the considerations that may influ-
ence the answer. In other words, was the reason for your replacement a relocation of line,
or was it simply a shifting of the trestle due to operating conditions? I believe that the
major renewal rule would probably apply in your particular case, because if the cost
of the entire unit, the entire trestle, exceeded $35,000, you must apply the test to deter-
mine whether more than 50 percent of the reproduction cost or replacement cost of that
complete unit was involved in the replacement of your piles and caps.
Ordinarily, I should say that ordinary shifting of a track in connection with the
rebuilding of a trestle, or reconstruction, as you say, in connection with the relocation
of a line, would be a rebuilding job, and with the job of rebuilding I believe we should
apply the major renewal rule, and retire the cost of the old trestle and reinstall it at the
secondhand value of the material reused, plus the cost of additional labor and material,
to bring it up to standard form.
Mk. Rankin: Thank vou.
1058 Records and Accounts
President Miller: Thank you, Mr. Friedman.
Chairman Halper: Our last assignment is No. 8, on simplification of records, and
Subcommittee Chairman L. W. Howard, assistant land and tax commissioner, Chicago &
Western Indiana Railroad, will present this report.
Assignment 8 — Simplification of Records to Determine Original Costs
of Tracks to Be Used in Their Retirements From the Investment Account,
was presented by Subcommittee Chairman L. W. Howard (Chicago & Western Indiana).
Mr. Howard: Since publishing our progress report in Bulletin 520, your subcom-
mittee has been divided into two subsections:
Subsection 8-a has been given the assignment to develop methods to determine
average costs to be used for track retirements.
It is circularizing its members for suggestions as to procedures to follow, and desired
goal, after which definite plans for pursuing the study will be formulated.
Subsection 8-b has been given the assignment to outline a procedure whereby a
carrier, which does not now have a record for each mile of main track and individual
side tracks, can most economically create such a record.
This subsection has collected data for developing its report and will continue its
study and should make a final report during the coming year.
Your subcommittee submits this report as progress and recommends the subject be
continued.
President Miller: Thank you, Mr. Howard. Your report will be received as infor-
mation.
Chairman Halper: This completes the report of Committee 11.
President Miller: Mr. Halper, your committee continues to present interesting and
valuable reports to this Association. This year is no exception. We are greatly indebted
to you and your committee for the valuable work which you do in our behalf, in keep-
ing us up to date with respect to all matters relating to accounts and records. I am
sure all of us here will agree that the accounting records which an engineer has to keep
are certainly a big problem, and it is most difficult to keep up to date on current
changes.
Mr. Halper, your committee is now excused with the thanks of the Association,
and the meeting will stand recessed to reconvene tomorrow morning at 9 am in the
Red Lacquer Room.
(The meeting recessed at 5:05 o'clock.)
Morning Session — March 16, 1955
(The meeting was reconvened at 9:00 o'clock, in the Red Lacquer Room, President
G. W. Miller presiding.)
Presdent Miller: Will the meeting please come to order? We have a long and
interesting program this morning, and I hope that we can expedite it as much as possible
in order that we may adjourn on time for our annual luncheon at 12 noon. On the
other hand, on behalf of the committees reporting, I do invite the audience to comment
on or criticize any of the individual reports, in the interest of making our Proceedings
as complete and as valuable as possible.
(Annonuncement on use of portable microphones.)
President Miller: The first committee to report this morning is Committee 24 —
Discussion 1059
Cooperative Relations with Universities. The chairman of this committee is Mr. R. J.
Stone, vice president operations, St. Louis-San Francisco Railway, St. Louis.
Mr. Stone, will you and members of your committee please come to the platform
and present your report?
Discussion on Cooperative Relations with Universities
(For report, see pp. 5f).S-587.)
(President G. W. Miller presiding.)
Chairman R. J. Stone (St. Louis-San Francisco) : Mr. President and gentlemen,
your Committee 24 reports on each of its four current assignments, and in addition
it is privileged to submit a special report by one of its members and a former AREA
president, Mr. C. G. Grove, covering the annual meeting of the American Society for
Engineering Education at the University of Illinois on June 14-18, 1054.
Probably the most outstanding accomplishment of Committee 24 during 1954 — and
one for which our Subcommittee 4, under the chairmanship of Mr. G. A. Kellow, is due
a great deal of credit — is the completion of the drafting of the text of a proposed
brochure entitled The Railroad Field — A Challenge and Opportunity for Young Engi-
neers, to be published for distribution to college undergraduates, with a view to attracting
to the railroad industry additional graduate engineers with the aptitudes and specialized
training needed in the road-building and maintenance of way, signaling, communications,
mechanical, electrical, research, and other departments of the railroads, to protect their
?3 2, 000 ,000,000 investment.
Not only are engineering graduates desired by the railroads for their specialized
training, but for development as future executives as well, many of our railroad presidents
having had engineering training and experience, and practically every major railroad in
the country having men with such a background in various executive positions.
In addition to opportunities for advancement afforded young engineers, the railroads
offer attractive compensation, a high degree of job security, various desirable so-called
fringe benefits, and, in many instances, on-the-job training courses. An AREA study
has shown that the average starting salary paid engineering graduates by the railroads
is in line with or slightly above that paid by industry generally, and the minimum is well
above that reported for all university graduates.
In addition to regular on-the-job training courses, one means used by some of the
railroads to encourage promising technical talent to enter the industry is to provide
opportunity for student engineers to work on a part-time or vacation basis in various
departments, to expand their practical knowledge of railroad operations coincidental with
their academic training.
Mr. Grove and our four subcommittee chairmen will each highlight their respective
reports which are printed in full in Bulletin 520, for January 1955.
I will call on Mr. Grove for his remarks on his special report, first.
C. G. Grove (Pennsylvania): Mr. Stone, Mr. President: Those of your w-ho attended
the sessions yesterday, I'm sure, noticed the emphasis placed upon the necessity for thi,s
Association's securing more Junior Members in order that they might grow up with the
organization and become leaders in the AREA in the future. The number of junior engi-
neers that we have as members has not been increasing, and, therefore, deserves some
attention.
This committee has several avenues which it may use to help in interesting college
students to affiliate themselves with the railroads. The American Society for Engineering
Education, which is made up of the deans and professors and instructors of the schools
1060 Cooperative Relations with Universities
of engineering all over our country, is one of the avenues that we are trying to work
through in order to better the situation.
The Association of American Raihoads, of which wc are a part, has seen fit to take
out a membership, an Industrial Membership, in the Society for Engineering Education,
and I have had the good fortune of being selected to represent the AAR and to attend
the Society's annual meetings, keeping in contact with the schools as to their curriculums
and other items that would be advantageous in getting in touch with students who
might be interested in the railroad profession.
A report on the last meeting of the Society, which was held at the University of
Illinois, is in the Bulletin, as indicated previously. This meeting was very interesting,
and I am sure it was helpful to talk to these professors, and to other members of the
Society who represent industry, to get their viewpoints in their endeavor to provide
the proper instructions for young men who may go into their fields of work. The same
applies to the railroads.
The next meeting of the Society will be held at Penn State this year, and I do not
feel that attending it will be a very difficult assignment because that is where I was
educated. I look forward to going back, not only to the school, but also to the annual
meeting, and again having the pleasure of mingling with the industrial representatives
as well as the representatives of the schools.
I am sure that while we are not going to be able to make our influence felt very
much immediately, over a term of years it will be beneficial and helpful to the railroad
industry to get young men who will come and work for us.
Chairman Stone: May I ask if there are questions or comments concerning this
report ?
The assignment of Subcommittee 1 is to stimulate greater appreciation on the part
of railway managements in hiring and training selected graduates. Mr. D. V. Tilman,
senior assistant engineer, Baltimore & Ohio Railroad, subcommittee chairman, will report.
Assignment 1 — Stimulate Greater Appreciation on the Part of Railway
Management of :
(a) the importance of bringing into the service selected graduates of
colleges and universities, and
(b) the necessity for providing adequate means for recruiting such
graduates and of retaining them in the service by establishing suitable pro-
grams for training and advancement,
was presented by Subcommittee Chairman D. W. Tilman (Baltimore & Ohio).
Mr. Tilman: The objective of Subcommittee 1 is to stimulate greater appreciation
on the part of railway management of the importance of bringing into the service selected
graduates of colleges and universities, and the necessity for providing adequate means
for recruiting such graduates and of retaining them in the service by establishing suitable
programs for training and advancement.
The report of this subcommittee has been published in the Bulletin. It is a summary
of a report resulting from a research survey made by the Professional Engineers Con-
ference Board for Industry, with the cooperation of the National Society of Professional
Engineers. The report is entitled. How to Attract and Hold Engineering Talent. If you
have not read this summary, you are urged to do so; for those of you who may wish
to read the complete report, copies may be obtained from the Professional Engineers
Conference Board for Industry, at Washington, D. C.
Your subcommittee presented a progress report to this convention in 1953, in which
it was concluded that the problem of recruiting and retaining technically qualified men
Discussion 1061
could possibly be solved by Ihe technical personnel of each railroad. We should all make
sure that no opportunity is overlooked to emphasize to our manajJiement the importance
of this problem. Thank you.
Chairman Stone: May I ask if there are any questions?
The assignment of Subcommittee 2 is to stimulate a greater interest among college
and university students in the science of transportation. Dean R. P. Davis of the College
of Engineering of West Virginia University, and chairman of the subcommittee, will
report.
Assignment 2 — Stimulate Among College and University Students a
Greater Interest in the Science of Transportation and Its Importance in the
National Economic Structure by Cooperating with and Contributing to the
Activities of Student Organizations in Colleges and Universities, was jjre-
sented by Subcommittee Chairman R. P. Davis (West Virginia University).
Dean Davis: Fifteen years ago, Committee 24 — Cooperative Relations with Uni-
versities, was set up to do a certain job. I quote from the first annual report of this
committee — Proceedings, Vol. 42, page 157:
"Your committee understands that, in re-establishing this committee, the Board
of Direction of this Association had in mind the importance of (a) bringing about the
education of a capable group of young men in the railway problems of today and the
days that are ahead, and (b) providing for these men opportunities in the various
branches of railway service comparable with those presented by other industries."
Part (a) — bringing about the education of a capable group of young men — is the
objective of those of our Committee 24 responsible for carrying out Assignment 2. How-
ever, this assignment has been broadened somewhat over the years since 1941, and we
are now charged with the duty of Stimulating Among College and University Students
a Greater Interest in the Science of Transportation and Its Importance in the National
Economic Structure.
I think that it is fair to say that between the two world wars interest in railroading
as a career fell to a new low on the part of both engineering students and engineering
college faculties. This was due partly to low salaries on the railroads, and partly to the
general notion that the caste system made it difficult to secure advancement except
through seniority. There was also the belief that, by and large, railroad management was
not as progressive as that in other industries.
We have come a long way in these 15 years in creating a better atmosphere toward
the railroads in the engineering schools. Starting salaries on the railroads now compare
favorably with those elsewhere. Many railroads have shown that the young engineer
can advance on the basis of ability rather than years of service.
We like to think that Committee 24 has had some part in creating this better under-
standing. In the report of our subcommittee we have listed typical contacts made by
members of Committee 24 with many of our educational institutions. These contacts
may be in the form of talks before student groups by railroad representatives, visits by
groups of engineering students to scenes of railroad activities, and the holding of seminars.
A good example of a successful seminar is the one entitled, Railroad Management — The
Next Generation, held at the University of Michigan on February 10 and II, 1954. Three
members of Committee 24 participated in this seminar.
In closing, your subcommittee wishes to point out the fact that the potential con-
tribution of the Association, with its membership of well over 3000 individuals, is vastly
greater than the possible contributions of any committee in stimulating a greater interest
in transportation engineering among our college students. We therefore bespeak your
1062 Cooperative Relations with Universities
continued interest in the work of our committee, and trust that individually, and in
groups, you will avail yourselves of opportunities to contact student groups.
Chairman Stone: Thank you. Dean Davis.
The assignment of Subcommittee .1, The Cooperative System of Education, Including
Summer Employment in Railway Service, will be reported on by Subcommittee Chair-
man O. W. Eshbach, professor of engineering science, Northwestern Technological
Institute.
Assignment 3 — The Cooperative System of Education, Including Sum-
mer Employment in Railway Service, was presented by Subcommittee Chairman
O. W. Eshbach (Northwestern University).
Mr. Eshbach: The report of the subcommittee is published in the January Bulletin,
No. 520. It contains quite a few statistics, which I will not repeat, except that I would
like to comment on the reason for it.
The report is a high spot of a 3 to 4-year study, taking some of the pertinent facts
that pertain to engineering education in the United States.
First, I would like to say why the study was conducted. Some 5 or 6 years ago,
at the close of World War II, there was considerable concern over the balance of supply
and demand. Later, in urgent situations, the drainage of special talent into the armed
forces was felt, as those men were needed elsewhere. The government considered the
situation in its relation to universal military training and how that might affect the
schools; it was general knowledge that during the early part of the war, the birth rate
had increased, and it was known that there would be an increase later on in the supply
of people.
Following a request for cooperation by the United States Government, a study was
started by the Joint Engineers Council, known as the Manpower Commission. This
commission is still in existence. When President Eisenhower was president of Columbia
University, he was interested in the study. Through the Ford Foundation, money was
contributed, and a study was conducted which was perhaps more subjective than •
objective, because of the difficulty and costly nature of obtaining the data.
That report was published about 2 years ago. Before it was published, and while
it was in progress — realizing what the outcome might be, and that there was need for
more definite data — four of the prominent national professional societies, through a
joint committee, made a study, subsidized by the Rockefeller Foundation, to determine
whether it was important enough to carry on an investigation of this type. They decided
it was, and in the next 3 years close to $300,000 was spent in this investigation.
Among the pertinent things that came out of the investigation was the feeling that
there was need to feel some concern about the supply of all professional or specialized
talent in our country from the youth groups as they were coming along. The concern
was not so much just with pure numbers, but the percentage of those who were getting
the preparation, after entering college, to enter into the various professions, to maintain
the society which we have built.
The scientists and engineers were perhaps most vocal, but in the study it was shown
that similar situations existed in many other areas. This was particularly true, of course,
in the area of public school education and the supply of teachers, the supply of nurses, the
turnover of which has always been and always will be heavy.
This report was supposed to be published last year; it came out at the end of the
year. Your committee, working with two of the three groups, made available to about
40 of the railroad companies — through their membership on Committee 24 — a copy of
this report, with the idea that as time goes on you will hear more and more about the
Discussion 1063
problems of education, about the public's responsibility for public education, and the
private school problem versus the state-supported school problem. With the report
you will have at your disposal the best information that is available.
That was the activity of your committee for this year. I will leave the report with
you at that point.
Ch.airm.an Stone: Thank you, Dean Eshbach.
Subcommittee Chairman G. A. Kellow, special representative of vice president, Chi-
cago, Milwaukee, St. Paul & Pacific, will report on Assignment 4.
Assignment 4 — Conduct a Study Looking to the Publication of a Booklet,
or Booklets, for Distribution to Educational Groups, Particularly High
Schools and Undergraduates in Colleges, Designed to Stimulate Interest in
the Opportunities Afforded in a Railroad Engineering Career, Collaborating
with the Mechanical Division, the Electrical Section, the Signal Section and
the Communications Section, AAR, was presented by Subcommittee Chairman
G. A. Kellow (Milwaukee Road).
Mr. Kellow: Your subcommittee, in this year's report, is submitting proposed text
material to be included in a brochure to be designed primarily for undergraduates in
colleges. It is intended that the text material presented be edited as necessary for inclusion
in the brochure. With suitable photographs, an attractive and appealing publication
should be available to support the railroads' efforts to obtain capable engineering grad-
uates for future positions of responsibility in many departments.
The text material has been developed in cooperation with collaborating members
from the Mechanical Division, the Electrical Section, the Signal Section, and the Com-
munications Section, AAR. The School and College Service Section of the AAR Public
Relations Department, through its manager, Dr. T. J. Sinclair, has assisted in many
ways.
The committee recommends that the Board of Direction give consideration to the
development of this material into an attractive brochure. The Public Relations Depart-
ment of the AAR has prepared a preliminary dummy of a brochure and has obtained
some estimates of cost. Both this department and our secretary's office have made
preliminary studies on probable distribution of such a brochure. All of this work has
been progressed to assist the Board of Direction in deciding on how to proceed further.
All of you have had an opportunity to review the suggested text published in Bulle-
tin 520. Do you agree that there is need for the effort contemplated in this report ? Do
you feel that the material presented might well form the basis of an attractive brochure
for discriminate distribution among the undergraduates of the engineering schools of the
country? If so, would you change or modify it? Could it be made more effective?
The subcommittee, at this time, invites comments from the floor.
I would like to acknowledge all the time and effort our Association's secretary, Neal
Howard, has contributed on behalf of the subcommittee. He has taken much more than
a secretarial interest in this assignment and has assisted the subcommittee greatly.
This is a progress report, submitted as information.
Chairman Stone: Thank you, Mr. Kellow.
May I take this opportunity to thank these subcommittee chairmen and other
members of the committee for these splendid reports, and also to express my personal
appreciation to the committee for the high degree of cooperation they have shown in
the work.
We are fortunate to include in our membership 14 representatives of colleges and
universities, whose viewpoints and counsel are particularly beneficial.
1064 Cooperative Relations with Universities
Attention is directed to the meeting of Committee 24 to be held in Room 9 on the
third floor immediately following the end of this report. It is hoped that all members
will attend.
Thank you very much.
President Miller: Mr. Stone, when I was first employed by a railroad, the engineer
of construction informed me that it cost $25,000 to train a man who was capable of
locating a railroad. Since that time, maintenance problems have become more compli-
cated, more expensive, and I am sure that any young engineer, after he is partly trained,
is worth more than $25,000. So if your committee, in submitting this small brochure,
which may cost a few thousand dollars, can assist even one railroad in securing one
good man, it will have justified the effort put into it, and I am sure it will assist in
securing many more than one man.
Your committee has rendered invaluable service on behalf of the railroads and this
Association, and we are fortunate in the close contact which it gives us with the colleges
and the universities, particularly through the representatives of those institutions on
your committee. We are deeply indebted to each of them, and are glad that a number
of them are with us today.
I am sure that the Board of Direction will give very careful consideration to your
recommendation that your report, entitled. The Railroad Field — A Challenge and Oppor-
tunity for Young Engineers, be adapted into an attractive brochure for distribution to
undergraduates in colleges and to others interested, either as an AREA project or in con-
junction with the AAR.
I congratulate your committee on its new plan for holding two committee meetings
each year, one at the headquarters of a railroad, which has given more than ordinary
attention to the recruitment of young college graduates and their subsequent training,
and the other on the campus of one of the colleges or universities represented on your
committee.
Is there any discussion of the committee's reports; any questions?
If not, Mr. Stone, your committee is now excused with the thanks of the Association.
The next report to be brought before the Association is that of Committee 13 —
Water, Oil and Sanitation Services, of which Mr. H. L. McMullin, engineer of tests and
water supply, Texas & Pacific Railway, Dallas, Tex., is chairman. Unfortunately, due to
the illness of Mrs. McMullin, Chairman McMullin has found it impossible to attend
our convention this year, so the report of Committee 13 will be presented under the
direction of the vice chairman of the committee, Mr. H. M. Schudlich, engineer of water
supply. Northern Pacific Railway. I shall be glad if Mr. Schudlich and the members of
his committee will come to the platform and present their report.
Discussion on Water, Oil and Sanitation Services
(For report, see pp. 343-368.)
(President G. W. Miller presiding.)
Vice Chairman H. M. Schudlich (Northern Pacific) : President Miller, members
of the AREA, and guests: Before presenting the report of Committee 13, this com-
mittee records with sorrow the untimely death of Guy Emerson Martin, January 13,
1955. Mr. Martin, who was superintendent of water service of the Illinois Central Rail-
road, was a member of the AREA since 1942, and a member of Committee 13 since
1943. He was the senior past chairman of the committee.
Discussion 1065
MEMOIR
(^uj> (Kmcrgon jWartin
Guy Emerson Martin, superintendent water service, Illinois Central Railroad, died
on January 13, 1955, after an illness of several months. He is survived by his widow,
Mildred Stegar Martin, and two children, Mary Bert, IS, and Guy E., Jr., 7.
Mr. Martin was born on December 9, 1898, in Princeton, Ky., the son of Willis M.
and Mary Ingram Martin. He attended the Princeton public schools and the University
of Kentucky.
In 1921 Mr. Martin entered the service of the Illinois Central as a water service
helper at Princeton. In 1922 he was promoted to water service repairman, and in 1926
was further promoted to the position of supervisor of water service on the Gulf and
Ship Island Railroad. In 1940 he was made supervisor bridges and buildings on the Ken-
tucky Division of the Illinois Central, and in 1942 was promoted to superintendent water
service, with headquarters at Chicago, the position he held at the time of his death.
Mr. Martin joined the American Railway Engineering Association in 1942, and in
1943 became a member of Committee 13, which now has the name Water, Oil and Sani-
tation Services. He took an active part in committee work and could always be counted
upon to complete the task assigned to him. His zeal, coupled with kindly leadership,
resulted in his appointment to the chairmanship of Committee 13 in 1951. He was also
active on the Committee on Convention Arrangements and was vice chairman at the
time of his death. He believed a great amount of benefit could be derived from member-
ship in the Association and urged prospective members to join and take an active part.
Mr. Martin was also active in the American Railway Bridge & Building Association,
which he joined in 1942. He was elected a director of that association in 1945, and became
president in 19S1. He was also a member of the American Water Works Association.
He was active in the affairs of the Woodlawn Baptist Church of Chicago, where,
at the time of his death, he was chairman of the board of trustees, chairman of the
finance committee, a deacon, and president of the men's Bible class.
Mr. Martin was kind, human and faithful. His associates will mourn his pas.sing.
I would also like to mention that one of our retired members, Mr. E. M. Grime,
former engineer of water service of the Northern Pacific Railway, has been elected
Member Emeritus of the committee this past year. Our committee has been most pleased
to confer this coveted honor upon Mr. Grime, who was a faithful and valued worker
for 33 years.
Will you stand, please, Mr. Grime, so that we may recognize you?
Your committee has had nine subjects assigned for study during the past year.
The reports are found in Bulletin 518, beginning on page 343.
The revision of the Manual has been very well done by Chairman McMullin, and
there is no report at this time.
No report will be presented by Subcommittee 2 — Types of Corrosion in Railway
Water and Fuel Service.
Assignment 3 — Federal and State Regulations Pertaining to Railway Sanitation,
will be presented by the subcommittee chairman, Mr. H. W. Van Hovenberg, engineer
of tests and sanitation, St. Louis Southwestern Railway.
1066 Water, Oil and Sanitation Services
Assignment 3 — Federal and State Regulations Pertaining to Railway
Sanitation. Collaborating with Joint Committee on Railway Sanitation, AAR.
was presented by Subcommittee Chairman H. W. Van Hovenberg (St. Louis South-
western) .
Mr. Van Hovenberg (St. Louis-Southwestern) : This is a progress report, presented
as information. Your committee summarizes for this year the activities of the Joint
Committee on Railway Sanitation, Association of American Railroads, composed of
representatives of the Engineering and Mechanical Divisions, the Medical and Surgical
Section, Operating Transportation Division, the United States Public Health Service,
and the Department of National Health and Welfare of Canada.
The Joint Committee has continued its special subcommittee to supervise the activi-
ites of the AAR Sanitation Research and Development, located at the AAR Research
Center in Chicago, and has made recommendations for its maintenance and budget in
19SS. Under the director and assistant director of this unit, studies have been progressed,
principally with respect to phases of railroad sanitation bearing on potable water and
water hydrants, waste disposal, food service, industrial cleaning chemicals, governmental
regulations pertaining to railway sanitation, dining car refrigeration, and food handlers'
training programs for dining car department personnel, along with visits to many AAR
Member Roads to establish contact with officers who have been designated as responsible
for sanitation matters within their respective organizations.
The Joint Committee has also continued to serve as liaison with the United States
Public Health Service on aspects of sanitation related to raUroad operations.
Your representatives on the Joint Committee are T. L. Hendrix, Jr., J. E. Wiggins,
Jr., and H. W. Van Hovenberg, the last named serving also as the engineering representa-
tive on the special subcommittee.
If I may, I would like to ask the director of AAR Sanitation Research and Devel-
opment, and the assistant director, respectively — Mr. Glynn and Mr. Reeves — to rise,
that you gentlemen may know them when they do contact you in the future.
Is Mr. Reeves here?
This is Mr. Glynn on my left, gentlemen — ^the director of Sanitation Research and
Development. Thank you, sir. (Applause) .
Vice Chairman Schudlich: Thank you, Mr. Van Hovenberg.
Are there any comments from the floor on Mr. Van Hovenberg's report?
If there are none, we will proceed with the report of Subcommittee 4 — Mechanics
of Foaming and Carry-Over in Locomotive Boilers. There is no report on this subject
at this time.
We will proceed with Assignment 5 — New Developments in Water Conditioning for
Diesel Locomotive Cooling Systems, Collaborating with Mechanical Division, AAR.
Assignment 5 — New Developments in Water Conditioning for Diesel
Locomotive Cooling Systems, Collaborating with Mechanical Division, AAR,
was presented by Subcommittee Chairman M. A. Hanson, (engineer of research. Gulf,
Mobile & Ohio).
Mr. Hanson: It is believed that approximately one-half of the railroads are now
using borate-nitrite type cooling system inhibitors. The results obtained have been widely
divergent, varying from excellent to completely unsatisfactory.
There have been a number of changes in the various formulations used. These rela-
tively rapid changes have increased the difficulties in making valid evaluations of the
results accomplished. However, the results to date are believed to justify the following
conclusions.
Discussion 1067
1. Bo rate-nitrite inhibitors are less effective at reduced concentrations than alkaHne
chromate inhibitors.
2. The concentration of borate-nitrite inhibitors required for satisfactory inhibition is
substantially double that required for alkaline chromates.
3. The borate-nitrite inhibitors have such limited solubility that considerable difficulty
is experienced in applying them to the diesel engine cooling systems at the required
concentrations.
4. The adoption of borate-nitrite inhibitors has been due to suspected skin irritations of
employees handling alkaline chromates rather than any lack of effectiveness of alkaline
chromate as corrosion inhibitors.
5. No complaints have been received concerning borate-nitrite inhibitors producing skin
irritation.
Some question remains as to the effectiveness of borate-nitrite type inhibitors when
used in waters containing substantial amounts of sodium chloride.
Limited tests are under way using soluble oils as corrosion inhibitors. Another test
is under way using sodium molybdate. It is expected a report on these tests will be avail-
able during the coming year.
This is a progress report, submitted as information.
Vice Chairman Schudlich: Thank you, Mr. Hanson.
Are there any comments from the floor on Mr. Hanson's remarks and report?
If there are none, we will proceed with the report on Assignment 6 — Railway Waste
Disposal, to be presented by the subcommittee chairman, Mr. T. A. Tennyson, chief
chemist, St. Louis Southwestern Railway.
Assignment 6 — Railway Waste Disposal, Collaborating with Joint Com-
mittee on Railway Sanitation, AAR, was presented by Subcommittee Chairman
T. A. Tennyson, Jr. (St. Louis-Southwestern).
Mr. Tennyson: This year your committee has made a review of the state and fed-
eral regulations pertaining to the disposal of industrial wastes as discussed in the various
trade and technical magazines and by circulation of a questionnaire through Committee
13, AREA. Results of this activity indicate that all states now have water pollution
control laws and organizations to enforce them, or operate in compliance with the Fed-
eral Water Pollution Control Act (Public Law 845 — 80th Congress). In addition to this,
most of the major river basins and coastal areas are covered by interstate agreements
concerning the control of pollution.
State, federal and the interstate regulations are of the type discussed in your com-
mittee's report published in the AREA Proceedings for 1950, and our present survey
has indicated no basic changes since that time. This survey would also indicate that the
railroads have no real waste disposal problem unless it is perhaps to continue the efficient
operation of waste oil separation facilities which some railroads have had to install.
Some limits currently prescribed for oil in individual situations have been 10, 15 and 20
parts per million. The laws generally do not set arbitrary limits on specific waste mate-
rials but forbid discharge which "shall cause or contribute to pollution of waters of the
state."
An example is given by the definition of "unpolluted water or waste" established
by Sanitation District No. 1, Campbell and Kenton Counties, Kentucky, which states
that this "shall mean any water or waste containing none of the following: free or
emulsified grease or oil; acid or alkali; phenols or other substances imparting taste or
odor in receiving waters; toxic or poisonous substances in suspension, colloidal state or
solution; and noxious or odorous gases. It shall contain not more than 10,000 parts per
1068 Water, Oil and Sanitation Services
million by weight ol dissolved solids, ol which not more than 2,5UO parts per milhon
shall be as chloride, with permissible volume subject to review by the District; and not
more than 10 parts per million each of suspended solids and B.O.D.". Some of the regula-
tions do mention pH limits, which usually range between 6.0 and 8.5, although pH as
high as 10.6 has been permitted. A complete hst of the regulatory agencies and organiza-
tions concerned with water pollution control in the United States can be obtained from
Subcommittee VII of ASTM Committee D-19.
This report is presented as information.
Vice Chairman Schudlich: Thank you, Mr. Tennyson.
Are there any comments on Mr. Tennyson's report?
If not, we will proceed with the next report. Treatment of Water for Cooling Pur-
poses, a progress report, submitted as information by Subcommittee Chairman L. E.
Talbot, chief chemist, Texas & Pacific Railway.
Assignment 7 — Treatment of Water for Cooling Purposes, was presented
by Subcommittee Chairman L. E. Talbot (Texas & Pacific) .
Mr. Talbot: This is a report of progress, submitted as information.
The increased usage of air conditioning on the railroads in both rolling equipment and
office buildings, and the increased use of the internal combustion engine during the past
few years have introduced new problems in water treatment. This report outlines
some of the problems being encountered and gives current methods of their solution.
The problem of internal combustion engine cooling water treatment is handled under
Assignment 5 of this committee.
There are three types of cooling systems, i.e., the once-through, the open recirculat-
ing, and the double recirculating. Each of these names is self-explanatory, and the type
used is based on the problem of cooling encountered and the supply and quality of water
available.
In the case of any cooling water, scale will be encountered. The types most fre-
quently found are calcium carbonate, calcium sulfate, iron oxide and hydroxide, and
mud and silica. Analysis of the supply water as well as the cooling water is necessary
to determine the type of treatment required to give the best results.
In the majority of the cases of cooling, calcium carbonate is the type of scale encoun-
tered. Prediction of the tendency to deposit calcium carbonate scale is readily made by
the use of the Langelier's equation (index) . Where adjustment of the index is necessary,
lime or soda ash is used to raise the index, while sulfuric acid is normally applied to
reduce it. If a water is properly treated and sufficiently inhibited, no trouble should be
encountered with encrustation, provided the saturation index is less than + l.S.
Also encountered in cooling is the problem of corrosion. There are numerous types
of corrosion and as many methods for its prevention. Here again, water analysis is neces-
sary as is the knowledge of the construction of the equipment.
As has been stated previously, each cooling problem has to be treated separately
and then an application of one or more types of treatment applied to give the desired
results.
Vice Chairman Schitdlich: Thank you, Mr. Talbot.
With diesel operations becoming of major importance to the various railways, surely
there must be some comment on Mr. Talbot's paper.
If there are none, we will proceed to Assignment 8 — Diesel Oil and Water Servicing
Facilities, to be presented by Mr. D. C. Teal, superintendent water supply, Chesapeake &
Ohio Railway.
Discussion 1069
Assignment 8 — Diesel Oil and Water Servicing Facilities, Collaborating
with Mechanical Division, AAR, was presented by Subcommittee Chairman D. C.
Teal (Chesapeake & Ohio).
Mr. Teal: The railroads have been more or less dieselized for years, and much study
has been given and numerous reports made on the design, construction and operation
of diesel fueling and watering facilities. Thus far, these reports have been presented in
AREA Bulletins as information. However, it is felt that the research and experimental
phase has now progressed to where standardization should be considered. Assignment 8
was made a year ago for the express purpose of reviewing and condensing previous com-
mittee reports and combining them with new material to form a statement of recom-
mended practice that could be published in our Manual. The assignment also stipulated
collaboration with other organizations.
We were unable to finish collaboration with other organizations in time to meet the
publication deadline for Bulletin SIS. The report is, therefore, presented to the Associa-
tion at this time as information, with the understanding that a revised final version will
be presented next year for inclusion in the Manual.
I would like to add that the collaboration with the Mechanical Division, and also
with the Fire Protection and Insurance Section of the AAR, has since been accomplished,
and that their approval in general, together with four or five suggested changes and
additions, have now been received. These suggested changes will be carefully considered
and probably all of them will be incorporated in the final version.
This is certainly not the time to review this matter in any detail. However, I would
like to invite comments and criticisms from the floor of those who have reviewed this
report, in order that all deserving ideas may receive proper consideration.
The report, as now presented, consists of two parts, one dealing with the design
and construction of diesel fuehng facilities, and the other with diesel watering facilities.
The report on Diesel Fueling Facilities, beginning on page 357 of Bulletin 518, has
eight main sections, as follows:
Sec. A General Considerations
" B Fuel Oil Storage Facilities
" C Fuel Oil Pumping Facilities
" D Fuel Oil Distribution Lines
" E Unloading FaciUties
" F DeHvery to Locomotives
" G Fire Protection
" H Use of Low Grade Fuel Oil
The report on Diesel Watering Facilities starts on page 366 of Bulletin 518, and is
composed of three main sections:
Sec. A Introduction
" B Diesel Cooling Water
" C Steam Generator Water
Are there any comments or suggestions on these reports?
This concludes the report of the subcommittee.
J. L. Goss (Northern Pacific): As to the report on Assignment 8, I would like to
make one suggestion. LTnder item E, General, on page 362, I believe, attention should be
called to the fact that some state laws prohibit the unloading from the bottom of tank
cars on new installations. I believe that could be incorporated in the report.
1070 Water, Oil and Sanitation Se r vices
Mr. Teal: Thank you, Mr. Goss. I assure you that your suggestion will be noted
and recorded, and will receive our careful consideration.
As I said, the report is presented as information at this time. That concludes our
report.
(Vice President Wm. J. Hedley assumed the chair.)
Vice President Hedley: Thank you, Mr. Teal.
Vice Chairman Schudlich: We will now have the report on Assignment 9 — Disin-
fectants, Deodorants, Fumigants and Cleaning Materials, Collaborating with Joint Com-
mittee on Railway Sanitation, AAR. Mr. Glynn.
Assignment 9 — Disinfectants, Deodorants, Fumigants and Cleaning
Materials, Collaborating with Joint Committee on Railway Sanitation, AAR,
was presented by R. S. Glynn, director, Sanitation Research and Development, AAR.
Mr. Glynn: A review of the subject material to be covered under Assignment Q
reveals each field to be sufficiently vast in scope to warrant individual consideration in
reporting. Cleaners have been selected for the first of the series to be discussed, because
of their importance in preparing the way for the application of one or more of the other
materials being considered in this assignment.
The chemical industry has compounded hundreds of types of cleaners and prepara-
tions for use in cleaning, and the selection of a cleaner that will be appropriate for a
given job represents a task of no small proportions. A survey of the railroad industry
is being made to determine present practices in cleaning and the cleaning materials used.
When this information is completed, a report will be made.
This is a progress report.
Vice Chairman Schudlich: Thank you, Mr. Glynn.
Are there any comments from the floor with regard to Mr. Glynn's paper?
There being none, we will conclude the reports of Committee 13. As I mentioned
at the beginning of our presentation, Mr. Grime was elected a Member Emeritus of this
committee. He was not here at that time, but I see that he is now here. Will you stand
and be recognized, Mr. Grime? (Applause)
Mr. Chairman, this concludes the report of Committee 13.
E. M. Grime (Northern Pacific, retired) : I appreciate very much the honor of
being made a Member Emeritus. It's nice to be associated with Committee 13, even
though I am not doing anything active now.
Vice Chairman Schudlich: After 33 years of service, Mr. Grime, you are entitled
to this recognition.
Vice President Hedley: Thank you, Mr. Schudlich. Your committee has presented
an outstanding series of valuable reports. It is interesting that this committee has ex-
panded its field in recent years, keeping abreast of the times with an increasing number
of reports dealing with fuel and sanitation services, all of which are valuable to the
members of the Association.
Your committee is now excused with the thanks of the Association.
The next committee to report is Committee 7 — Wood Bridges and Trestles. We
will now hear a series of reports by the structural committees, of which this will be
the first.
Mr. W. C. Howe, engineer of bridges and buildings, Bessemer & Lake Erie Railroad,
Greenville, Pa., is chairman. Will Mr. Howe and the members of his committee come
to the platform, please?
Discussion 1071
Discussion on Wood Bridges and Trestles
(For report, see pi'. 63S-648.)
(\'ice President VVm. J. Hcdley presiding.)
Cn.AiRM.AX W. C. Howe (Bessemer & Lake Erie): President Miller, officers and
members of the American Railway Engineering Association, and guests: Your committee
reports on three of seven assignments, as published in Bulletin 510, January 10.S5, pages
635 to 648, incl.
Subcommittee Chairman R. E. Jacobus will present the report on Assignment 4 —
Methods of Fireproofing Wood Bridges and Trestles, Including Fire-Retardant Paints,
a progress reports, submitted as information.
Subcommittee Chairman F. E. Schneider will present a final report, including
.specifications, submitted for adoption, on Assignment 5 — Specifications for structural
Glued Laminated Lumber.
Subcommittee Chairman W. A. Oliver will present a progress report, submitted as
information, on Assignment 6 — Design of Timber-Concrete Composite Docks.
At the conclusion of the report on each assignment, we will welcome your questions,
comments, or criticisms.
Assignment 4 — Methods of FireprooBng Wood Bridges and Trestles,
Including Fire-Retardant Paints, Collaborating with Committee 17 and with
the Fire Protection and Insurance Section, AAR,\\'a.s presented by Subcommit-
tee Chairman R. E. Jacobus, bridge and building supervisor, Illinois Central Railroad.
Mr. Jacobus: Under this assignment your committee, collaborating with the AAR
research laboratory, is developing a satisfactory procedure for testing fire-retardant mate-
rials to be used on timber railroad bridges. With this information available to the
industry, we hope to interest them in developing satisfactory fire-retardant products.
The 1955 program at the laboratory covers the testing and evaluation of commer-
cially available materials.
This report is submitted as information. Are there any comments?
L. C. CoLLiSTER (Santa Fe) : Mr. Jacobus, you indicated that this information on
laboratory techniques is available to the industry, but you don't give it to us in the
Bulletin. We have done a lot of work on tests of fireproofing, of course, as you all know,
and I'm wondering if we can get this laboratory burner technique so that we can correlate
some of our preliminary work with the rest of industry ?
Mr. J.acoeus: I believe Mr. Coburn of the laboratory can answer that. Is Mr.
Coburn available?
S. K. Coburx (AAR) : The laboratory technique for evaluating coating materials has
been in progress of development over the past two years.
Our most recent change of technique was just about two months ago, and one of
the reasons for not publicizing the technique is because we have still been correlating
some of the bits of information that we have with our earlier experiences. By the end
of the year we hope to be able to finalize the technique and make it available.
Mr. Jacobus: Thank you, Mr. Coburn.
Vice President Hedley: Any other questions on this subject?
Thank you, Mr. Jacobus.
Assignment 5 — Specihcations for Structural Glued Laminated Lumber,
Collaborating v^ith Committee 6. was presented by Subcommittee Chairman F. E.
Schneider (Santa Fe) .
Mk. Schneider: Last year your committee presented, as information, a draft of
1072 Wood Bridges and Trestles
Specifications for Structural Glued Laminated Lumber, together with an appendix and
tables of allowable stresses, and requested criticisms or suggested changes thereon.
Revisions of these specifications affecting only Arts, la and lie have been recom-
mended and approved by your committee.
Revision of Art. la was thought necessary to improve the description of glued
laminated lumber. Revision to Art. lie was necessary, as it is now possible to glue and
laminate treated as well as untreated timber.
Material for the specification has been taken from several approved specifications,
re-edited to AREA standards.
It is important to note that glues are available for exterior as well as interior use;
also that this lumber can be pressure-treated successfully with present preservatives
without de-lamination or harm to glue lines, or the lumber can be glued and laminated
after treatment with some preservatives.
In view of the fact that the building industry already is using considerable glued
laminated lumber, and since railroads are finding it more difficult every year to fill their
bridge needs with full size timbers, we feel that it is urgent to have a specification for
glued laminated lumber in our Manual.
Mr. Chairman, I move that these revised specifications be adopted and printed in
the Manual.
Vice President Hedley: Is there a second?
W. R. Wilson (Santa Fe) : What is the effect of the glue line on the admission
of the treatment on these timbers, if you treat them after they are glued?
Mr. Schneider: It is a fact that the glue does stop some of the effectiveness of
preservative treatment. In fact, we have revised our specifications to permit glueing
and laminating after treatment. That overcomes this difficulty, but introduces other
problems.
Mr. Chairman, I would like to call on Mr. Johnson, a member of our committee
from the Forest Products Laboratory, to further answer this question. Mr. Johnson is
very familiar with the studies that have been carried on at the Forest Products Lab-
oratory in recent years on glue-laminating untreated as well as treated wood.
R. P. A. Johnson (Forest Products Laboratory) : Mr. Chairman and members of
the AREA: in answer to the specific question as to the effect of glue lines, the glue lines
do have an inhibiting effect upon the penetration of preservatives. However, when you
treat a glued-up laminated member, you have essentially the same type of protection
that you get when you treat a solid member. In other words, you may have certain
portions of the interior of it which are not penetrated, the same as you do in unglued
members. The protection of the enveloping outside is, however, about the same.
There are certain things that you can do to facilitate the penetration. One of them
is to put a thick soft wood lamination on the exterior. That will allow you to get
complete penetration into the lamination; also to keep your end glue lines away from
the edge, so as to give room on the sides for penetration. When that is done, you get
essentially the same as you get in solid timbers.
However, it is important and essential that all fabricating, cleaning, and so forth,
be done before the treatment is made. The glueing up of material which is treated before
glueing presents a more difficult problem, and is one which requires a special technique.
One of the objections to it is that a certain portion of the material has to be taken off
and dressed down after treatment in order to get good contact surfaces, which removes
a certain portion of the treated material. However, after you have the material properly
dressed for glueing, and assuming the treatment is such that you don't have too much
Discussion 1073
bleeding, then you have a timber which is penetrated practically throughout, and which
can be cut. fabricated and handled afttT treatment.
Vice PnEsiuiiNT Hkdlev: Thank you, Mr. John.son.
Are there any further questions?
W. H. MiESSE (New York Central) : Do you have any information on the relative
economy of laminated trestles with regard to railroad bridges over plain timber trestles?
Mr. Schneider: No, as yet we do not have such information. However, the com-
mittee is going to ask for an assignment next year on the design of structural glued
laminated wood bridges and trestles, and we hope to come up with a recommended plan
for better use of this new material.
Mr. Chairman, I would like to call on Mr. Newlin, a member of our committee
from the Southern Railway. I understand he has made some studies on this problem.
Perhaps he can look into his crystal ball and give us some idea of what we have to look
forward to in the use of glued laminated lumber.
C. H. Newlin (Southern) : Glued laminated structural lumber can be used to eco-
nomic advantage in railway bridges and trestles. To do so, of course, it is necessary to
use some special advantages of this new material.
In ordinary trestle construction, with usual length spans, the only place where the
size advantage can be used is in the posts of multiple-story frame bents. These bents
require a very large amount of labor to construct and maintain. Modern bridge gangs
use derricks to handle materials, and it can be shown that the cost to handle, frame and
erect the heaviest piece that the derrick can handle is only sMghtly more than the cost
to handle the smallest piece. For this reason, substitution of continuous posts in multiple-
story frame bents will greatly reduce the labor costs, although at present lumber prices
the total cost will not be very much affected.
Another place where glued laminated lumber can be used in ordinary trestle con-
struction is for caps and sills. Oak is an excellent material for this purpose, but it is not
obtainable in quantity in the proper size. Also, these large sizes check very badly, resulting
in poor service life. Glued laminated members with oak top and bottom and pine or fir
centers have all the advantages of solid oak, plus considerable freedom from checking.
When compared to southern pine or Douglas fir caps, they can be justified by the reduc-
tion in the number of posts or piles needed, except for low bents.
The use of glued laminated lumber for stringers cannot be justified if present span
lengths are adhered to. Where bents are high, a saving can be realized by using longer
spans.
The foregoing suggestions are not of great economic value at present prices, but they
don't take very much advantage of the size possibilities for this material. Timber girders
to carry railway loads on spans exceeding 100 ft are well within the size limitations.
I haven't any figures on the economics of such spans, but we have for 45-ft span with
Cooper E 72 loading.
In timber, one girder per rail, 22 in wide by 60 in deep, of dense southern pine or
Douglas fir, will carry the load. In steel we need 36-in, 250-lb, wide-flange beams, 2-ply
per rail. I believe we can obtain this timber span for about 60 percent of the cost of the
steel span, in spite of the very high cost of glued laminated lumber.
These long spans and beam sizes greater than practical for solid sawn lumber are
not contemplated by our specifications for design of wood bridges and trestles which
say that they are for lumber graded under AREA specifications for structural lumber.
The necessary design data are available. The changes needed are not the result of
glueing and laminating, but are solely because practical beam sizts and .spans have been
greatly increased. The economic possibilities challenge us to act.
1074 Wood Bridge s and Trestles
Vice President Hedley: Thank you, Mr. Newlin.
Is there any further discussion, or are there further questions?
R. A. Anderson (Milwaukee Road) : What do you have in the way of service rec-
ords on glued laminated stringers and caps in existing railroad trestles?
Mr. Schneider: Your committee reported on glued laminated bridges in service a
few years ago. Since that time Mr. Ruble of the Association of American Railroads has
been looking at these structures, and I understand he completed an inspection of these
bridges only a few weeks ago.
Mr. Chairman, I would like to call on Mr. Ruble to report on his latest findings.
E. J. Ruble (AAR) : As most of you gentlemen know, we have about five test
installations — at least, so far as I know — of laminated stringers in railroad bridges.
The first installation was on the Texas & Pacific Railroad, near Washington, Tex.
That was made in October of 1Q44.
The second installation was made on the Southern Railway at Alexandria, Va.
The third installation is on the Detroit, Toledo & fronton Railroad, near Lima, Ohio.
There is another installation on the Chesapeake & Ohio Railway at Newport News,
Va., and another on the Southern Pacific Railroad in California.
I have looked at the first three installations this year. The installation on the
Texas & Pacific consists of eleven 7 by 16-in stringers, 14 ft long. They were placed in
the end panel of a long bridge. It has a ballasted deck and is on the main line of the
railroad. These stringers are showing just slight checking, principally on the south side
where the sun is beating on them all the time. The ends of three stringers show some
checking, while the remaining stringers are in excellent condition. There is no sign what-
soever of delamination, and where checking has occurred it is between the glue lines.
These stringers were fabricated of southern yellow pine, using a phenol formaldehyde
resin glue, and I would say they were in excellent condition.
Adjacent stringers of full size members are showing excessive checking. Some of the
checks run the full length of the stringers.
They recently took some core samples from one or two of the stringers, and it is
interesting to note that the preservative has passed through the glue lines. I think the
samples were about 3 in long, and the preservative is at least V/2. in deep.
The installation on the Southern at Alexandria consists of stringers, caps and posts.
These are also treated, and I understand they were treated after glueing. We could find
no sign of delamination in any of these stringers. However, some of the other stringers
and other members are showing excessive checking.
On the Detroit, Toledo & Ironton they have caps and posts and sills. The caps
were laminated by using oak plies on the top and bottom. Here, also, the laminated
timbers are in very good condition. There is some checking in the oak part of the caps.
However, it is not excessive. Adjacent sills, caps and posts show excessive checking.
All in all, I would say that the laminated stringers and timbers are proving very
satisfactory.
We have a few small tests under way at our laboratory on laminated stringers. Our
weatherometer was not in use, so we secured some laminated timbers from one of the
fabricating plants. They consist of 2 by 6's, 18 in long. We have 2 of these in the
weatherometer, and 2 of the full section timbers, 2 by 6 and 18 in long. They have
been in the weatherometer for about 13C hr, and have been subjected to 18 cycles of
freezing and thawing. We take them down to about IS deg below zero. The laminated
stringers are still in perfect condition. However, the full sections are beginning to show
signs of checking.
Vice President Hedley: Thank you, Mr. Ruble,
Discussion 1075
We have a motion that has been seconded, on the adoption of the revised specifica-
tions for structural glued laminated lumber. All those in favor, say "aye"; contrary, "no."
The motion is carried.
Thank you, Mr. Schneider.
Assignment 6 — Design of Timber-Concrete Composite Decks, Collab-
orating with Committee 8, was presented by Subcommittee Chairman W. A. Oliver,
professor of civil engineering. University of Illinois.
Mr. Oliver: Subcommittee 6 of Committee 7 reports progress, and as an indication
of that progress, has published as information in the Bulletin a paper by T. K. May
of the West Coast Lumbermen's Association. This paper, which also appears in this
volume of the Proceedings, page 642, is a description and survey of the development
of this composite steel, concrete and wood (perhaps I should have said "wood" first)
construction that has been taking place during the past 25 years. The paper also contains
a resume of the research and laboratory studies which have been made relative to the
economy of this particular form of construction for engineering structures and purposes.
If there are any comments or questions from the floor, we will receive them now.
Otherwise, this is our report, Mr. Chairman.
Vice President Hedley: Thank you, Mr. Oliver.
Chairman Howe: Mr. Hedley, this concludes the report of Committee 7.
Vice President Hedley: Thank you, Mr. Howe. Your committee has again presented
a number of interesting and valuable reports. We are looking to you for information
and recommendations with respect to matters pertaining to the construction, maintenance,
preservation and protection of wood bridges and trestles in the most effective and
economical manner, and we know that your committee will carry on with diligence
in the years ahead.
The committee is excused with the thanks of the Association.
(President Miller resumed the chair.)
President Miller: The next committee to report is Committee 28 — Clearances, of
which Mr. A. M. Weston, senior assistant engineer, Baltimore & Ohio Railroad, is
chairman.
Mr. Weston, we would be glad to have you and your committee come to the
platform.
Discussion on Clearances
(For report, see pp. 557-564.)
(President G. W. Miller presiding.)
Chairman A. M. Weston (Baltimore & Ohio): The AAR has recognized a definite
need for closer collaboration between the committees of its different divisions and sections,
and between certain other groups, with respect to questions which have arisen relative
to clearances.
Thus a Joint AAR Committee on Clearances was authorized, and I am happy to
report that two of our most active members accepted the nomination to serve on this
committee. Mr. E. S. Birkenwald, engineer of bridges. Southern Railway, and Mr. S. M.
Dahl, assistant division engineer, Chicago, Milwaukee, St. Paul and Pacific Railroad, are
our representatives. Mr. Birkenwald is chairman of the committee.
Committee 28 is reporting on three of its assigned subjects. The report may be found
in Bulletin 519, pages 557 to 564, incl.
A progress report on Assignment 2 — Clearances as Affected by Girders Projecting
Above Top of Track Rails, Signal and Train Control Equipment, will be presented by
1076 Clearances
Mr. E. S. Birkenwald, engineer of bridges of the Southern Railway System, in the
absence of our newly appointed Subcommittee Chairman J. E. Good of the Reading
Company. '
Assignment 2 — Clearances as Affected by Girders Projecting Above Top
of Track Rails, Structures, Third Rail, Signal and Train Control Equipment,
Collaborating with Signal and Electrical Sections, and with Mechanical and
Operating Transportation Divisions, AAR, was presented by E. S. Birkenwald
(Southern) in the absence of Subcommittee Chairman C. O. Bird (New York Central) .
Mr. Birkenwald: This report on Assignment 2 is a brief progress statement, pre-
sented as information.
As the lower portion of our clearance diagrams for passenger and freight equipment
overlaps diagrams for permanent structures or appurtenances on or adjacent to tracks,
two diagrams are being developed; one for equipment, establishing a minimum distance
above top of rail ; and another for permanent track fixtures, establishing a maximum
distance above top of rail.
A third diagram is being developed for third-rail territory based upon the above-
mentioned diagrams.
President Miller: Thank you, Mr. Birkenwald.
Chairman Weston: A report as information only on Assignment 4 — Compilation
of the Railroad Clearance Requirements of the Various States, will be presented by
Subcommittee Chairman E. R. Word, special engineer, Illinois Central Railroad.
Assignment 4 — Compilation of the Railroad Clearance Requirements of
the Various States, was presented by Subcommittee Chairman E. R. Word (Illinois
Central) .
Mr. Word: Your committee submits as information a tabulation of the clearance
requirements of the various states, brought up to date as of November 17, 1954.
President Miller: Thank you, Mr. Word.
Chairman Weston: A progress report on Assignment 5 — Clearance Allowances to
Provide for Vertical and Horizontal Movements of Equipment Due to Lateral Play,
Wear and Spring Deflection, will be presented by Subcommittee Chairman S. M. Dahl,
a.ssistant division engineer, Chicago, Milwaukee, St. Paul & Pacific Railroad.
Assignment 5 — Clearance Allowances to Provide for Vertical and Hori-
zontal Movements of Equipment Due to Lateral Play, Wear and Spring
Deflection, Collaborating with the Mechanical Division, AAR, was presented by
Subcommittee Chairman S. M. Dahl (Milwaukee Road).
Mr. Dahl: The work to date on this assignment has been concerned primarily with
the action of passenger cars on curves. Previous reports have described the nature of the
problem and the various field tests made in behalf of this committee. The report this
year describes a method of determining the amount of lateral movement of a passenger
car with reference to the center line of car truck at any speed on any given curve with
known characteristics.
One of the more difficult aspects of this assignment is the determination of the effect
of track and equipment irregularities. This matter has been given considerable attention,
and a method of determining an allowance for these effects is presently being worked
out. A report on this subject will be made next year.
Work on this assignment will be continued. Included in plans for 1955 is a test on
freight equipment to be carried out by the AAR research staff on the Lackawanna Rail-
Discussion 1077
road. These tests will be similar to the tests already carried out on passenger cars, with
special attention to be given to the effect of varying heights of center of gravity.
Your committee is especially grateful to Mr. G. M. Magee, director of engineering
research, AAR, for his assistance in arranging the field tests, and to Mr. Randon Fergu-
son, electrical engineer, AAR, who had direct charge of the tests and subsequent analysis
of the results. Without this help very little progress could have been reported.
President Miller: Thank you, Mr. Dahl. Your report will be received as
information.
Chairm.^n Weston: Our committee has received the following two new assignments
for study and report:
First, study of track centers in relation to current clearance problems, such as per-
missible size of cars and locomotives in interchange service, collaborating with Committee
5 and the Joint Committee on Clearances, AAR.
Second, methods of measuring high and wide shipments.
Mr. President, this concludes the report of Committee 28.
President Miller: Thank you, Mr. Weston. The work that is being done by your
committee is most important in the handling of high and wide loads, and in moving at
fast speeds in new, modern types of equipment with special types of springs. We appre-
ciate the work that you are doing in the interests of safety of train operation and railroad
personnel.
Your committee is now excused with the thanks of the Association.
We will now hear the report of Committee 30 — Impact and Bridge Stresses. The
chairman of this committee is Mr. E. S. Birkcnwald, engineer of bridges, Southern Rail-
way System, and a director of this Association. I shall be glad if Mr. Birkenwald and
members of his committee will come to the platform and present their report at this time.
I regret that we could not call for discussion on the previous report, but we are
running a little behind schedule, and I want to be sure to hit the 12 o'clock time limit
for the completion of our session this morning.
Discussion on Impact and Bridge Stresses
(For report, see pp. 449-452.)
(President G. W. Miller presiding.)
Chairman E. S. Birkenwald (Southern): Of the 10 committee assignments, 7 are
reported on in Bulletin 519, and will be presented as information.
Advance reports of the committee were published in Bulletin 516 and cover (1)
Investigation of Static and Dynamic Effects in a Bridge Consisting of Beam Spans
Supported on Concrete-Filled Pipe Pile Piers, and (2) Description and Analysis of Tests
Made on Transverse Floor Beams and Longitudinal Beams Under Diesel and Steam
Locomotives.
Mr. M. J. Plumb, assistant engineer. New York Central System, and the chairman
of the Subcommittee on Steel Structures, will give the report on A.ssignments 2, ?<, 6, 8,
0 and 10.
Assignments 2, 3, 6, 8, 9 and 10 were presented by the chairman of the Sub-
committee on Steel Structures, M. J. Plumb (New York Central).
Mr. Plumb: The subcommittee on Steel Structures of Committee ,S0 reports
progress on six assignments.
Braking and Traction Forces in Bridge Structures, Assignment 6, and Distribution
of Live Load in Bridge Floors, .Assignment 0, were covered in two advance reports
107S Impact and Bridge Stresses
published in the June-July Bulletin last year (see these Proceedings, pages 1 and 45,
respectively). The first one presented the results of tests on a Nickel Plate bridge at
Fillmore, 111. You will hear more about that structure in a few moments.
The second report analyzed the distribution of live loads to the floor systems of
nine different bridges, some of which had transverse floorbeams and some longitudinal
beams. This report verified the safety of present design methods for these floors and
pointed the way to possible economies.
Your committee has reviewed and approved for publication this year a report of
tests on eight steel girder spans on the Milwaukee Road. Previous reports on 13 girder
spans, and a report planned for next year on 15 additional spans, will complete our
program of testing girder spans. This report presents information on Assignment 2,
Girder Spans; Assignment 3, Dynamic Shear; and Assignment 10, Lateral Bracings.
We have undertaken such an extensive series of tests on girder spans because, first,
they represent such a large proportion of our bridge spans, and second, there are so
many variables which affect the test results. Besides the normal variables of speed and
weight of train and length of span, we have found that the stresses are also affected
by type of floor system, by the interaction of floor and girders, the condition of the
track, and the type of supports. The field work on all of these tests is done, and the
oscillograms have been read for all but one span. We expect to be working next year
on a summary report on all of these girder spans.
Tests were made last year on two movable bridges, at the request and e.xpense of the
railroads involved, to determine their load carrying capacity. This is included under
Assignment 8 on Steel Truss Spans.
These are progress reports, presented as information.
President Miller: Thank you, Mr. Plumb. Your reports will be received as
information.
Chairman Birkenwald: Report on Assignment 5 — Concrete Structures, Collab-
orating with Committee 8, will be presented by Subcommittee Chairman J. H. Shieber,
assistant engineer structures, Missouri Pacific Lines.
Assignment 5 — Concrete Structures, Collaborating with Committee 8,
was presented by Subcommittee Chairman J. H. Shieber (Missouri Pacific).
Mr. Shieber: As the Association knows, a full-size, prestressed, pretensioned, rein-
forced concrete bridge slab designed for Cooper E 72 loading was tested during 1953 at
Denver, Colo. Because of its successful behavior, two additional slabs manufactured at
the same time as the one tested were installed in a Burlington Railroad bridge during
March 1954, where they will be tested by the AAR research staff within the next few
months. A final report will be made on this service test when the data can be assembled
and analyzed.
It appears that prestressed, pretensioned slabs may afford the railroads a useful and
economical structural member. However, until it can be determined if the bond of con-
crete to the wire strands will hold up under repetitive loading, this committee — together
with Committee 8 — feels that caution should be used in the acceptance of this type of
reinforced concrete slab.
This committee will be glad to answer any questions which may be asked from
the floor.
President Miller: Thank you, Mr. Shieber.
Chairman Birkenwald: It is now my great pleasure to present to you the originator
of the design of the bridge at Fillmore, 111. — my friend and colleague, Mr. R. T. Blewitt,
Address of R. T. Blewitt . 107Q
bridge engineer, New York, Chicago & St. Louis Railroad, who will talk to you on
some of the considerations which led to the design, and on the results obtained by the
committee's investigation.
Fillmore Tests of Static and Dynamic Effects in a Bridge
Consisting of Beam Spans Supported on Concrete-
Filled Pipe Pile Piers
By R. T. Blewitt
Bridge Engineer, New York, Chicago & St. Louis Railroad
General Introduction
I have been asked by Mr. Birkenwald to give a short talk on a steel beam, pipe
pile trestle with which we replaced a treated timber trestle bridge. Because of its simple
design and economy, the research division of the Armco Steel Corporation became inter-
ested in the bridge and developed sufficient interesting data to prompt a more extensive
investigation of the entire structure. Committee 30 — Impact and Bridge Stresses, also
became interested and requested the reseaich staff of the Association of American Rail-
roads to conduct complete tests of the bridge. The results have been published in AREA
Bulletin 516, June-July 1054, and may be found in this volume of the Proceedings
beginning on page 1.
The bridge in question is the Caldwell Creek crossing at Fillmore, 111., on the Clover
Leaf Division of the Nickel Plate Road, between Frankfort, Ind., and East St. Louis,
111. Traffic over it includes Nickel Plate locomotives which have a Cooper rating of
about E 63. The original bridge was a timber pile trestle 154 ft long, with 12 pile bents
containing 5 piles each. The bent spacing was 14 ft center to center. The maximum
height at the center of the trestle was 28 ft 6 in, ground line to top of rail.
This bridge is one of several bridges programmed to replace treated timber trestles
which had been constructed in 1933 on a rehabilitation program, and which required
heavy maintenance because of the high-speed train operation. At some locations the
waterway areas permitted the installation of pipes. At other locations the waterway
areas were great enough to require other types of structures.
Several types of structures were investigated, giving consideration to functional
.suitability and to economy in cost and maintenance. Time won't permit me to itemize
the various types of structures we considered, but it was determined that the bridge
under discussion was the most economical type, although the treated timber trestle was
a close second.
For making these comparisons the annual cost used was based on information in
Part 5 — Economics, of Chapter 7 of the AREA Manual. The sinking fund method was
used for figuring the annual cost. The initial cost was assumed to be $35,000; the service
life, SO years, and the annual interest rate, 4J^ percent. For sinking fund 3^ percent
was assumed for this type of structure.
Details of Design
The bridge is a single-track structure on tangent track with level grade, and consists
of five 28-ft open-deck beam spans supported on 4 pile bent piers and 2 pile pier
abutments. Each span has one 3i WF 240-lb beam per rail resting on concrete caps.
It was designed in accordance with the 1950 AREA specifications, using Cooper E 72
loading. The live-load impact allowance for the beam spans was 74 percent. The design
load for piles was 71,000 lb per pile, which is for E 72 live load plus 25 percent impact.
1080 Impact and Bridge Stresses
The pile bent piers consist ol 6 concrete filled spiral-welded Armcu pipe piles, which
are 1234 -in outside diameter with a ^-in wall thickness. The 4 corner piles in each pier
were driven with a batter of 1 to 12 transverse to the center line of track. The 6 piles
(3 piles to each bent — bent spacing 3 ft) in each pier are capped with a poured-in-place
reinforced concrete cap S ft 6 in wide, 4 ft deep and 12 ft 6 in long. Each pile extends
into the cap a distance of 1 ft. The pile spacing at the cap, for uniform loading on each
pile, is 4 ft 3 in; the pier bents were spaced between the old bents.
Although the use of bracing for the pile bents was not originally anticipated, it was
decided to brace both longitudinally and laterally the two center piers, the piles of which
had an unsupported length of more than 20 ft.
Design Factors
The design factors contributing to the economic advantage of this bridge include
the following:
1. The use of rolled section beams instead of fabricated girders reduces fabrication
costs to the minimum.
2. The fabricated spans are light enough to handle with a locomotive crane.
3. Locating the new bents between the existing bents eliminates additional false-
work.
4. The concrete caps finish below the bottom of the wood stringers, so the string-
ers may remain in place while the substructure of the new bridge is placed.
5. The work is done with available on-track equipment.
6. The use of pipe piles provided light weight for maximum strength, cut-offs
were economically salvaged, and the piles were easily inspected after being
placed.
7. The design of the concrete cap facilitates accurate placement of the steel spans
under controlled conditions.
8. Slow orders are held to the minimum.
As the use of pipe piles for this bridge was in the nature of an experiment, I believe
it would be well to discuss these piles, both with regard to our experiences with them
and the results obtained from investigation in the field.
The piles were driven with a No. 1 Vulcan single-acting steam hammer which has
a rated energy of 15,000 ft-lb, and were driven to a resistance of 60 blows per foot,
calculated to carry SO tons. The piles were driven in sections; the first section had a
closed end consisting of a ^-in plate welded to the bottom of the pile. The driving end
of the pile was square; the remaining sections were square at one end and had a 30-deg
bevel at the other end. The bevel end was provided to permit splicing of the pile sections
by welding, and to facilitate splicing of the pile, a pipe sleeve was used. When the piles
were driven, a pipe pile helmet was used.
We have replaced several timber trestles with this type of bridge, and in all cases
except one, which had a shale bottom, we have driven the piling 4 to 8 ft deeper than
the timber piles had been driven. Since the steel pile is approximately no heavier than
an average wood pile, we had no difficulty placing them into the leads. No sweeping
of piles was experienced as each one was examined by a light before concreting; we
believe there is less chance for a pile to sweep when using flat steel plate ends instead
of steel points or shoes. There is very little pile \vaste because of the easy manner in
which the piles can be spliced.
Address of R. T. Blewitt 1081
Field Investigation
The field tests in various parts of the bridge were made with a special test train
operating over a complete ramie of speeds from 5 mph to a maximum of 58 mph. The
tests of the piles included measurement of stresses on the concrete filled piles with and
without timber bracing. With the timber bracing in place the piles were tested near
the ground line. With the timber bracing removed the piles were tested at the ground
line, at mid-height and near the concrete cap. With respect to the piles, the following
observations were made:
1. The maximum recorded pile loads for all piles was about 50 kips and the
bracing had no effect on the magnitude of the pile loads, as would be expected.
2. The greatest impact recorded amounted to 26.5 percent of the recorded static
load and occurred on one of the piles with the timber bracing removed.
3. The distribution of the live load fo the individual piles in each pier varied
from 13 to 20 percent, compared with an average of 16.7 percent, which is a
perfect distribution for each pile. The battered piles carried a full share of the
load.
4. The tests indicated that the piles were subjected to lateral and longitudinal
bending. However, the bending was considerably below that calculated by using
AREA requirements. For instance, the equivalent lateral force necessary to
produce the lateral bending stresses recorded in the piles is about 4.5 kips,
compared with AREA design force of 20 kips. The greatest longitudinal force
taken by one pier was 2.2S kips, compared with AREA design force of 39 kips,
or 15 percent of the pier reaction. It was found there was less bending and
vibration on the piles with bracing.
Result of Tests
The tests have shown this type of structure to be well balanced structurally. The
allowance of 25 percent of the live load for impact existed in the piles and should be
provided for in the design.
It is believed that considerable savings could be made on the piling b\':
(a) Increasing the span length
(b) Decreasing the diameter of pile shell, or
(c) Decreasing the number of piles per pier.
I believe it can be assumed that no bracing for the bents is necessary for a pile
having an unsupported length which is 20 ft or less from the point of fixity and the
underside of cap, assuming the point of fixity as 5 ft below existing ground. Where
this length is exceeded, cross sway bracing should be installed in tiers, each tier not to
exceed a height of 20 ft.
It should not be assumed from this discussion that steel pipe piles have preference
over other piles for this type of structure. Rather, it is an attempt to relate the physical
characteristics of the pipe piles determined by the field tests and investigations, the results
of which could well apply to other kinds of piles for this type of structure.
In conclusion I would like to express my thanks to the members of the research
staff of the Association of American Railroads, and to the Armco Steel Corporation for
their efforts in making the field investigations and for the excellent reports prepared
as a result of these tests. The information developed is available and is just one more
contribution to enable us to design structures to meet the necessity for economy, as well
as good design.
1082 Masonry
President Miller: Thank you, Mr. Blewitt. You have presented a most interesting
paper.
Chairman Birkenwald: Mr. President, this concludes the report of Committee 30.
President Miller: Thank you, Mr. Birkenwald. Your committee has many inter-
esting and important investigations under way, and we appreciate not alone the work
which is being done under its direction, but the highlight review of this work which you
have presented to us this morning.
Your committee is now excused with the thanks of the Association.
The next committee to report is Committee 8 — Masonry. The chairman of this
committee is Mr. W. R. Wilson, assistant engineer, Santa Fe, Chicago. Will Mr. Wilson
and members of his committee please come to the platform?
Discussion on Masonry
(For report, see pp. 483-487.)
(President G. W. Miller presiding.)
Chairman W. R. Wilson (Santa Fe) : The report of Committee 8 will be found
in Bulletin 519, pages 483 to 487, incl.
It is my sad duty to report that Mr. James Fulton Leonard, past chairman of Com-
mittee 8, died on March 18, 19S4. His memoir is presented as part of our report.
Your committee reports on three assignments this year, and reports progress on the
remaining five assignments.
The report on Assignment 2 — Principles of Design of Masonry Structures, will be
presented by the subcommittee chairman, Mr. R. L. Mays, assistant to chief engineer
of the Nickel Plate Railroad.
Assignment 2 — Principles of Design of Masonry Structures, Including
Design of Masonry Culverts, Collaborating with Committees 1, 5, 6, 7, 13,
15, 28, 29 and 30, was presented by Subcommittee Chairman R. L. Mays (Nickel
Plate) .
Mr. Mays: Many railroad engineers have felt that the present ASTM specifications
are not adequate in design and strength requirements for construction of reinforced con-
crete culvert pipe for railroad use, and that specifications should be prepared for stronger
pipe. Committee 8 has undertaken this job, and the new specifications which it has pre-
pared are similar to those of the ASTM, but vidth increased test loads and reinforcement
requirements.
Designs were prepared for sections of pipes ranging in sizes from IS to 84-in
diameters for two classes of pipes designated in the specifications as Standard Strength
Reinforced Concrete Culvert Pipe and Extra-Strength Reinforced Concrete Culvert Pipe.
After the designs were completed, it was felt that the sections for the various sizes and
classes of pipes should be subjected to a full-size strength test to verify the strength
requirements of the specifications for the 0.01-in crack.
Accordingly, Committee 8 requested Committee 30 — Impact and Bridge Stresses,
to secure laboratory data from full-size strength tests of pipes made in accordance with
the proposed specifications. To secure these data, arrangements were made by the AAR
for the manufacture of 36 pieces of pipes, varying in size from 24 to 84 in diameters,
in accordance with the proposed specifications. The pipes were manufactured by the
Massey Concrete Products Company under regular plant conditions in accordance with
the proposed specifications, and after being properly cured were shipped to the testing
laboratory of the Chesapeake & Ohio Railway at Huntington, W. Va., where full-size
Discussion 1083
tests were carried out under the direction of the AAR research staff. The tests were
carried on under the general direction of G. M. Magee, director of engineering research,
with the licld direction under E. J. Ruble, research engineer of structures of the AAR
staff.
It was found that the tests verified very closely the design calculations and that the
pipes met the test requirements for the 0.01 -in crack. A detailed report of these tests
was printed in Vol. 55 of the Proceedings, 1954, pages 245 to 342 incl.
Last year your committee submitted, as information, Specifications for Reinforced
Concrete Pipe, which appear in the Proceedings, Vol. 55, 1954, pages 476 to 485, incl.
These specifications are now offered for adoption and inclusion in the Manual at the
end of Part 10 of Chapter 8, with the following changes in Sec. C, Art. 5:
Delete the first sentence and replace with the following:
"If the splices are not welded, the reinforcement shall be lapped not less than 20
diameters for deformed bars manufactured in accordance with ASTM Designation A-305,
and 40 diameters for cold-drawn wire and plain bars."
'Delete the figure "48" in the sixth line of the paragraph and replace with the figure
"36".
Your committee would welcome any questions or discussion pertaining to these
specifications.
Mr. President: I move that the Specifications for Reinforced Concrete Culvert
Pipe as submitted last year and printed in Vol. 55 of the Proceedings for 1954, pages 476
to 485, incl., with revisions as stated, be adopted and included in the Manual.
T. J. ScHOENER (Missouri Pacific) : I would like to know why the specifications
cover only pipe up to 84 in. in diameter.
Mr. Mays: Your committee felt that these pipes would be the sizes most commonly
used. The committee also felt that any pipe larger than 84 in. in diameter might merit
special consideration. It might be desirable on the part of some railroads to increa.se the
wall thickness greater than that normally used, and there are possibly other considerations.
The specifications provide for an alternate design, and your committee definitely
feels that any pipe larger than 84 in should receive special consideration insofar as
design is concerned.
President Miller: You have heard the motion. Is there a second?
(The motion was regularly seconded.)
F. E. Schneider (Santa Fe) : Has the committee made any adjustment in the
specification for installation of the pipe, taking into account the difference between the
three-edge bearing method used in the test data and that used in actual installations?
Mr. Mays: Your committee realizes that the three-edge or three-point bearing sup-
port is much more severe than the actual conditions that will result under traffic or
under loading. The three-point bearing, three-edge bearing test is a test only for the
quality of material that is used in the pipe. The pipe should still be placed in accordance
with the specifications now printed in Chapter 8 of the Manual, under Part 10.
President Miller: Are there any further questions?
(The motion was put to a vote, and carried.)
Chairman Wilson: The report on Assignment 4 — Earth Pressure as Related to
Masonry Structures, will be presented by Subcommittee Chairman Dr. R. B. Peck,
research professor of soil mechanics. University of Illinois.
Assignment 4 — Earth Pressure as Related to Masonry Structures, was
presented by Subcommittee Chairman R. B. Peck (University of lUinois).
Mr. Peck: Committee 1 — Roadway and Ballast, with the collaboration of Com-
mittee 8, has prepared Specifications for Test Borings, which were published in the
1084 Masonry
Proceedings, Vol. 55, 1954, pages 622-628, and will be submitted for adoption this year.
To avoid duplication in the Manual, your committee recommends that the Specifications
for Test Borings now included in Part 3, Chapter 8 of the Manual, pages 8-3-1 to
8-3-7, incl., be deleted when the Association adopts the Specifications for Test Borings
prepared by Committee 1.
Mr. President, I move the adoption of this recommendation.
(The motion was regularly seconded, was put to a vote, and carried.)
President Mixler: Thank you, Mr. Peck.
Chairman Wilson: The report on Assignment 8 — Specifications for the Construction
and Maintenance of Masonry Structures, will be presented by Subcommittee Chairman
R. E. Paulson, assistant engineer on the Chicago, Milwaukee, St. Paul & Pacific Railroad.
Assignment 8 — Specifications for the Construction and Maintenance of
Masonry Structures, was presented by Subcommittee Chairman R. E. Paulson (Mil-
waukee Road) .
(Mr. Paulson read the report of the committee, pages 486-487 of Bulletin 519, and
then moved that the proposed changes be adopted.)
(The motion was regularly seconded, was put to a vote, and carried.)
President Miller: Thank you, Mr. Paulson.
Chairman Wilson: Mr. President, this concludes my three-year term as chairman
of Committee 8 — Masonry. It has been a very pleasant three years, made so by the
wonderful group of men who constitute Committee 8. I wish to thank them for the
cooperation they have given me. Any job I asked them to do was done cheerfully and
enthusiastically.
At this time I wish to introduce your new chairman and vice chairman.
Your new chairman is Mr. M. S. Norris, regional engineer, Baltimore & Ohio Rail-
road, and I know that your committee is in good hands with Mr. Norris.
Your new vice chairman is Mr. E. A. McLeod, district engineer of structures. New
York Central System, who will ably assist Mr. Norris.
President Miller: Mr. Wilson, I want to congratulate you on the completion of
your three-year term of office as chairman of Committee 8. Under your direction the
committee has continued to accomplish much, and I want you to know that your interest
and efforts are greatly appreciated.
We are glad to welcome Mr. Norris as your successor, and are sure that under his
direction the work of the committee will go forward aggressively.
I would like to present to Mr. Norris a chairman's gavel as a symbol of his authority.
The headband on the gavel reads, "M. S. Norris, Chairman, Committee 8, 1955-1957."
M. S. Norris (Baltimore & Ohio) : Thank you very much.
President Miller: Thank you again, Mr. Wilson.
Your committee is now excused with the thanks of the Association.
The final report this morning will be from Committee 15 — Iron and Steel Structures.
The chairman of this committee is Mr. J. F. Marsh, engineer of bridges, Chicago, Rock
Island & Pacific Railroad, Chicago. I would ask that Mr. Marsh and other members
of his committee please come to the platform and present their report.
Discussion 108S
Discussion on Iron and Steel Structures
(For report, see pp. 58y-().54.)
(President G. W. Miller presiding'.)
Ch.\irmax J. F. Marsh (Rock Islanci): Mr. President, members of the Association
and guests: The report of Committee 15 is printed in Bulletin 520, pages 589 to 634,
incl. (same pages in these Proceedings). Your committee is reporting on 4 of its 11
assignments.
Mr. E. S. Birkenwald, engineer of bridges, Southern Railway, will report on Assign-
ment I — Revision of Manual.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man E. S. Birkenwald (Southern).
Mr. Birkexwald: On page 15-1-.V^ of the Manual, Art. 2, Sec. B of the Specifica-
tions for Steel Railway Bridges, a revision is needed so as to conform to ASTM specifica-
tions. Essentially, the revision is one of simplification. I, therefore, move that the pro-
posed revision indicated on page 5Q0, Bulletin 520 (same page these Proceedings), be
adopted and published by the Association.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Birkenwald: A digest of tests on the finishing of structural plate edges is
presented as information. The research was financed jointly by the AAR and the Uni-
versity of Illinois, with contributions of material for testing by some of the steel manu-
facturers. Four kinds of steel were tested, a rimmed steel and a semi-killed steel meeting
ASTM A-7 specifications; a structural .silicon steel meeting ASTM A-94 specifications;
and a low-alloy, high-tensile steel meeting ASTM A-242 specifications.
Small specimens were prepared in which the edges were either machined, sheared,
flame-cut manually, flame-cut by machine, or flame-cut followed by flame softening
or post heating. The specimens were tested by applying static tensile loads to determine
the effect of the edge condition on the strength and ductility of the specimen.
Of particular interest to the committee and to the .\ssociation — as they affect the
writing of specifications for steel railway bridges — are the following facts which were
developed from the steels tested:
1. Shearing impairs the ductilit\', and maj' reduce the strength of certain steels.
2. To avoid impairment of strength and ductility, the automatic flame-cutting tech-
nique must be used, and for silicon steel this technique must be followed by post heating
or the flame-softening of the edge.
3. Brittle fracture near the ultimate strength of the materials tested can be assured
with the use of better fabricating techniques.
4. Machining does not affect either strength or ductility.
President Miller: Thank you, Mr. Birkenwald.
Chairman Marsh: Mr. Sandberg, assistant bridge engineer, system, Santa Fe, will
report on .Assignment 4 — Stress Distribution in Bridge Frames.
Assignment 4 — Stress Distribution in Bridge Frames, (a) Floorbeam
Hangers, (b) Counterweight Trusses of Bascule Bridges, (c) Model Rail-
way Truss Bridge, was presented by Subcommittee Chairman C. H. Sandberg (Santa
Fe).
Mr. Sandberg: This subcommittee has been busy for the last several years inves-
tigating the causes and possible remedies for failures in floorbeam hangers of railroad
truss bridges.
1086 Iron and Steel Structures
This project is now nearing the end, and it only remains to complete the writing up
of three field tests.
This year, in Bulletin 517 (see page 217 these Proceedings), there was published some
test result on two large riveted and bolted joints. This research work has been handled
by Purdue University, assisted by Mr. Magee and his staff. We owe a great deal of
the success of this project to Professor L. T. Wyly and his staff at Purdue University.
This report is offered as information.
President Muler: Thank you, Mr. Sandberg. Your report will be so received.
Ch.airman Marsh: Mr. R. C. Baker, engineer of structures, Chicago & Eastern
Illinois Railroad, will report on Assignment 6 — Preparation and Painting of Steel
Surfaces.
Assignment 6 — Preparation and Painting of Steel Surfaces, was presented
by Subcommittee Chairman R. C. Baker (Chicago & Eastern Illinois).
Mr. Baker: From the progress report of this subcommittee it is noted that to date
the work of the committee has been confined to the following:
First, cooperation with the Steel Structures Painting Council. Vol. 2 of the Painting
Manual was given to the printers early this year, and we had planned that this volume
would be distributed to the Member Roads by this time, but the printing was not com-
pleted in time. However, one copy was mailed to the AAR Research Center so that it
would be on display here in the lobby outside this meeting room for your inspection.
One copy of this volume will be mailed to each of the chief engineers of Member Roads,
and one copy to each member of Committees 6 and IS of the AREA. Additional copies
will be available at $6 per copy.
Copies of Vol. 1 of the Manual are still available, and combined with Vol. 2 pro-
vide the only full textbook on the painting of steel surfaces that we know of on the
market today. We feel that these volumes should be in the possession of all railroad men
interested in the painting of steel structures.
Second, field tests of various painting systems. We have mentioned painting systems
already under way, such as the AAR paint tests here in Chicago, the Santa Fe Railroad
service paint test, and the Missouri Pacific Railroad brine drippings test.
Committee 15 has requested that your subcommittee conduct and report on two new
paint tests. The first test is to determine the relative performance of a number of paint
systems on a new bridge, half of which would be shop cleaned and primed, the other
half allowed to weather and then cleaned in the field before priming and painting. The
other test involves the suitability and performance of various synthetic resin paints on
brine-contaminated surfaces of a bridge in actual service, which can be cleaned by hand,
but without steam cleaning.
These paint tests are to be conducted jointly by the AAR, the Painting Council,
and this committee. To carry out this test program, we need the cooperation of a railroad
for each of the tests, the railroad to furnish the bridge suitable for the test, the neces-
sary paint and supplies, and the labor to clean and apply the various paints. Your interest
and cooperation in this phase of this assignment will be greatly appreciated, and if there
is any road that is interested, it should contact either this committee or the AAR, or
Dr. Joseph Bigos of the Steel Structures Painting Council.
President Miller: Thank you, Mr. Baker. The work being done by your sub-
committee is certainly of great value to the railway industry.
Is there any discussion?
Proceed, Mr. Chairman.
Chairman Marsh: Mr. Rankin, bridge engineer, Texas & Pacific Railway, will report
on Assignment 9 — Use of High-Strength Structural Bolts in Steel Railway Bridges.
Discussion 1087
Assignment 9 — Use of High-Strength Structural Bolts in Steel Railway
Bridges, was presented by Subcommittee Chairman A. G. Rankin (Texas & Pacific) .
Mr. Rankin: Mr. President, this final report deals with the use of high-strength
steel bolts in steel railway bridges, and is divided into three parts. Part 3 will be presented
first.
The present Specifications for A.ssembly of Structural Joints U.sing High Tensile
Steel Bolts in Steel Railway Bridges were only adopted in 105.^; however, the technical
knowledge gained from the large amount of research on this new type of fastener and
the practical knowledge obtained from the installation of millions of the bolts in actual
structures have made desirable extensive rexision of these specifications. Some of the
more important revisions have to do with the identification of the bolts by three radial
lines on the head; the use of beveled washers only when the bearing faces under the
hardened washers are out of parallel by more than 5 percent ; the inclusion of recom-
mended bolt tension values for calibrating impact wrenches; and a change in the inspection
requirements.
Mr. President, I move that the revised specifications which are to be substituted
for the present specifications be adopted by this convention for inclusion in the Manual.
(The motion was regularly seconded.)
President Miller: The motion has been made and seconded. Is there any discussion?
H. E. Wilson (Santa Fe) : Mr. President, under the scope of these specifications.
Part Ic, it reads, "Construction shall conform to existing codes for riveted structures,
except as provided herein." My question is: what is the intent or the meaning of the
"exi.«ting codes"?
Mr. Rankin: Mr. Wilson, the intent is that the erection shall conform to the AREA
Specifications for Erection of Steel Railway Bridges.
Mr. Wilson: I move that the original motion be amended to revise Sec. A, Art. Ic,
to read, "Erection shall conform to the AREA Specifications for Erection of Steel Rail-
wax- Bridges."
(The motion was regularly seconded.)
G. E. Robinson (New York Central) : Does Mr. Wilson intend to omit the last
phrase, "except as provided herein"? I believe that should be included.
Mr. Wilson: I agree with that, Mr. Robinson.
President Miller: Has the subcommittee an>- comment to make on this suggested
change ?
Mr. Rankin: As I understand it now, "The erection shall conform to the AREA
specifications for erection of steel railway bridges, except as provided herein." Is that
correct?
Mr. Wilson: That's right.
President Miller: You have heard the amendment to the original motion. It has
been seconded. All in favor of the amendment, say "aye"; contrary, "no." Carried.
The original motion, as amended, will now be presented for approval. All in favor,
please say "aye"; contrary? Carried.
Mr. Rankin: Parts 1 and 2 of this report deal with recent inspections of our experi-
mental installations of these bolts in steel railway bridges and with a method of tightening
high-strength bolts in which the bolt tension is correlated with turns of the nut from a
"finger tight" position.
In 1Q48 the research staff of the Association of .'American Railroads installed high-
strength structural bolts in 12 different railroad bridges to determine if these bolts would
stay tight in particular locations where trouble h^d been encountered in keeping rivets
1088 Iron and Steel Structures
tipht. Additional installations were made in IPSO in three bridges in a northern climate
to determine if such bolts were adversely affected by severe winter temperatures. These
bolts have been inspected periodically since their installation, and details covering the
installation and inspections, such as the railroad, location, number and size of bolts, the
date of installation, and the various inspection dates, are shown in the report.
The bolted joints have proved superior to riveted joints as they stayed tight six or
seven years in locations where rivets were working loose about every year.
There has been some loss of clamping action in some of the bolts, but we feel that
the new method of tightening, as recommended in Part 2 of this report, will provide
surplus clamping action so that the final clamping force will be above the minimum
required.
Inspections show that bolts which were installed in bridges where temperature often
falls to 40 deg below zero have proven satisfactory.
It is quite evident from our experience that it is economical to use high-strength
bolts in railway bridges, especially for maintenance. In many railway bridges inspectors
find fewer than 40 loose rivets, and the cost of a large steel gang and heavy equipment
is often prohibitive for replacing a small number of rivets. One previous objection to the
use of these bolts was that there was no practical method of making sure that the bolts
were drawn up. The following report offers a new method of tightening the bolts, which
assures that they will have the proper clamping force. This method consists principally
of tightening the bolt first with the fingers and then giving the nut one complete revolu-
tion. The interesting part of this method is that it has been found to apply to bolts of
all diameters and lengths usually found in railroad bridges. The method also applies to
bolts tightened either manually or with power wrenches.
We are submitting Parts 1 and 2 as information, and will be glad to answer any
questions from the floor on this subject.
J. S. Hancock (Detroit, Toledo & Ironton) : You speak about one turn from a
finger-tight position. It looks to me as though it would make a lot of difference how
tight your plates were together. Is there some way of knowing how tight your plates
are at this "iinger-tight" position ?
Mr. Rankin: It is true our studies have been made on laboratory tests, but we have
also had some experience in field installations.
The AREA specifications for erection of steel railway bridges require that the steel
should be first drawn together with fitting-up bolts and pins in SO percent of the holes.
It is generally agreed that the same rules would apply to the use of high-strength bolts
for fitting-up bolts for permanent fastening. Common practice is now to use high-
strength bolts for fitting-up bolts. This involves filling about 25 percent of the holes
with high-strength bolts and tightening them to draw up the steel.
These bolts are marked for later identification, and the remaining holes are filled
with high-strength bolts which are given one full turn from finger-tight position. If the
steel has been hard to draw together, these bolts should be loosened and given more
than one and one-half turns from the finger-tight position. This would allow for a little
yielding in the bolt and the nut threads in the first tightening.
Does that answer your question?
President Miller: Thank you, Mr. Rankin.
H. C. Prince (American Bridge Division, U. S. Steel Corporation) : Is it satisfactory
to tighten high-tensile bolts into the plastic range of steel?
Mr. Rankin: Yes. The AAR tests indicate that it will require about two and one-
half turns to break the bolt or strip the threads. Laboratory tests conducted by the
Southern Railwa>- Film 1089
Research Council on Riveted and Bolted Structural Joints show that the bolts tightened
into the plastic range are stronger in fatigue than those bolts tightened up to elastic
proof load. This also appHes to joints with bolts loaded in direct tension.
President Miller: .^ny further discussion? This is one of the most important devel-
opments in recent years. I am sure it will result in great economy in maintenance and
construction work insofar as bridges are concerned. I am sure you all compliment this
subcommittee on the report it has presented.
Chairm.an Marsh: Mr. President, this concludes the report of the Committee on
Iron and Steel Structures.
President Miller: Mr. Marsh, working with the research staff of the Engineering
Division and other groups, your committee continues to make most valuable studies and
reports. We greatly appreciate the large amount of information which you have brought
together and submitted this year in your current report.
Your committee is now excused, with the thanks of the Association.
Southern Railway Film on Mechanized Track Maintenance
The last item on our program this morning is a film on mechanized tie renewals
and track surfacing on the Southern Railway. Some of our members saw this a few
weeks ago, and I asked Mr. Brosnan, vice president-operations, of the Southern Rail-
way System, if it could be shown here today. His reply was just what you would expect.
He said, in part, '"We have borrowed a lot of ideas in the past from our neighbors.
If we have something new which they can now borrow from us, we're happy to
accommodate them." That is the true spirit of our Association work.
So, without further comment, I will turn the meeting over to Mr. C. H. Fox, process
engineer, Southern Railway, who will introduce the picture and comment on its presen-
tation. Mr. Fox, would you come up to the rostrum?
C. H. Fox (Southern) : Gentlemen, you are about to see a picture that was made
February 11, 1955, which shows one of our timbering and surfacing operations. As the
picture progresses, it will show some of the outstanding features of the operation.
(Showing of motion picture.)
Mr. Fox: Note the number of men required in this operation — 1 foreman, 2 assistant
foremen, 9 operators, 1,5 laborers, or a total of 25 men, plus 2 flagmen.
This schematic diagram shows working positions of men and machines of this gang.
You will notice the tie machines have two tie cars. Working in the yards, new ties
are carried out on one car and the old ties are placed on the other car as removed from
the track.
This is a machine for unloading cross ties. It is now moving from the machine car
into the car containing cross ties.
This is a close-up, showing how the ties are pushed from the car by the revolving
chain. These ties can be unloaded on either side of the car by reversing the chain. This
chain is fully controlled by the operator.
Here you see the ties being unloaded perpendicular to the track. When the ties are
to be unloaded, the operator is signaled by the supervisor by tapping on the side of the
car. This operation only requires the machine operator and the supervisor. Since this
picture was made, we have adopted the use of a radio for the supervisor to use in
notifying the operator when a tie is to be removed from the car.
This car is designed to hold 400 ties, which are unloaded into the car without
bands or special fastenings.
IQQQ Southern R a i I w a \ Film
All cross tics to be removed from track are marked in advance by the track super-
visor. This marking is used in unloading new ties at the right places.
This machine will travel from one tie car into the other without being switched.
The machine, having finished unloading all ties, is now moving back to the machine
car, where it will be blocked in place for moving in the train. The equipment is now
approaching, on its way out for the day's work.
Next we see Operation 1, which is a ballast regulator, manned by one operator.
This machine is equipped with a special wing, and is used in plowing ballast from the
ends of the cross ties that are to be removed. It is only necessary to remove the ballast
from one end of the ties. The ballast is plowed away to allow free working room.
Operation 2 consists of an operator with a hydraulic spike puller, which removes
all spikes from each tie marked. The pulled .spikes are picked up by the operator and
placed in a can carried on the side of the machine. As soon as the pulled spikes fill the
can, a new can is put on. All rail anchors against the ties to be replaced are also removed
by the operator.
Now approaches Operations 3 and 4.
Each machine is manned by one operator and two laborers. This picture shows the
right side of the Tiemasters, which illustrates how the chain assembly operates in pushing
old ties out and pulling new ties in. This is a complete cycle with the machine pushing
out an old tie and pulling in a new tie. As the chain moves in under the rail, the old tie
is pushed out on the opposite side. As the chain is pulled in, it brings the new tie into
place under the rails.
This is a view showing ties being pushed from track and loaded on tie cars. This
also illustrates how the ties can be pushed out over an adjacent track.
In renewing ties in yards or adjacent main tracks of the same elevation, we have
a pin we place on adjacent track so the tie will slide over the rails. This can be done
without any trouble.
The hoist for handling the cross ties is mechanically operated, fully controlled by
the laborer.
This shows a tie plate being removed from an old tie and placed on the new tie.
The day this picture was made, February 11, the two Tiemasters installed 447
cross ties, with an on-track working time of 4 hr, 48 min.
All ties removed from track are bundled in bundles of 16 ties and banded and
dumped at side of track. These bundles are picked up at a later date, and the ties are
used in passing tracks, yard tracks and secondar\' main tracks.
Operation 6, consists of operator and Spikemaster. This machine nips the ties and
drives the spikes that have been set by three laborers in Operation 5.
The three laborers in Operation 5 keep a standard track gage with them. The gage
is checked all along, and corrected when necessary.
When more than four ties are installed at one place, one of the ties is spiked to gage
in Operation 5.
Please note the spikes that have been set ahead of the spiker in Operation 5.
This shows the spikes being driven on the left-hand side of the machine. This machine
spikes both sides.
This shows how the nipping bars take hold of the cross tie and nip it up into place.
Operation 7, consists of an operator and ballast regulator and crossing .scarifier. This
machine is used to pull ballast from the outside into the track ahead of the tamping
operation. The ballast was unloaded ahead of the tamping from ballast cars off of the
end of the ties. This illustrates how the ballast is pulled in over the top of the rails.
Southern R a i 1 ^^' a >• Film 1091
The operator of this machine also rips out all grade crossings with the scarifier,
ahead of the tamping operation. A radio for the foreman's use in getting the lineup of
trains is also installed on this ballast regulator.
This shows the operator removing drive screws from wooden guard rails by means
of an impact wrench. The motor for operating this impact wrench is also installed on
the ballast regulator. The wooden guard rails are being removed from track by the
operator after the drive .screws have been removed. This is a one-man operation.
You now see a scarifying attachment ripping out the pavement at a crossing. This
scarifier removes the pavement to the top of the ties. It makes a cut of 0 ft, which gives
ample room for renewing cross ties in the tamping operation. The winch which you see
is controlled by the operator and is used in pulling the machine through the crossing
at the desired speed. One end of the cable is fastened to the rail ahead of the crossing,
through a block.
This is the crossing after it has been ripped out.
Operation 8 involves a self-propelled cart which transports jacks from the tamper
to the head jack men. This cart is kept in motion while the tamping operation is in
progress, so there will be no accumulation of jacks at the tamper. The speed of this
cart is 3 mph. As soon as the jacks have been unloaded from the cart, it is revcr.sed by
the laborer for a return trip to the tamper.
The two head jack men alternate in unloading jacks from the jack cart. Ten-inch
aluminum jacks are used, IS to the side. This jack cart picks the jacks up and reverses
itself automatically. As the jacks are removed from the track, they are set on the jack
platforms by the laborers working at the machines.
In Operation 9, two pneumatic multiple tampers are worked in tandem. Each
machine tamps every other tie.
This illustrates how the ballast has been pulled into the track by the ballast opera-
tor. The jacks are set opposite each other, six ties apart. This is done so the head tamper
will always tamp the closest tie to the jack before it is removed from the track. We use
lV4-in granite ballast.
The second tamper is manned with one operator. This machine tamps exactly as
many ties as the head tamper. We have found that by using the tampers in tandem,
it was not necessary to increase our force organization.
On February 11, the day this picture was made, these machines tamped 3895 track
feet in 4 hr and 48 min on-track time.
The jack is never removed from the track until the tie next to the jack has been
tamped off.
This shows tampers being used in tamping through a turnout ; it was 80 percent
tamped by machine and 20 percent by hand.
Operation 10, shows the Linemaster, operator, and assistant foreman. The assistant
foreman sights the track to line.
This shows how the Linemaster is loaded on a trailer car behind the second tamper
by the assistant foreman, the operator of the tamper, and the operator of the Linemaster.
The equipment is now going into the clear. This is the ballast regulator you first
saw in Operation 1. This regulator works one-half of the shift.
This is finished track, except for removing the ballast from in between the rails,
which will be done by a mechanically operated broom. Please note the bundles of ties
alongside the track, which will be picked up at a later date by a crane.
The equipment is now in the clear at the end of the day's operation.
V\'e thank you. (Applause)
1092 Annual Luncheon
President Miller: Thank you, Mr. Fox. I congratulate you people on the Southern
for what you are doing to mechanize maintenance operations and reduce costs, and also
upon the very effective oral and pictorial description of the work which you are doing.
The presentation of this film is a logical introduction to our first committee reports
this afternoon. I refer to Committee 27 — Maintenance of Way Work Equipment, followed
by Committee 22 — Economics of Railway Labor. The first report will be given in this
room this afternoon at 2:30. This completes the morning session, and I would ask that
you now all go immediately to the annual luncheon, which is about to be held in the
Grand Ballroom.
(The meeting recessed at 12:10 p.m.)
Annual Luncheon Program
Grand Ballroom — 1 :40 pm
Wednesday, March 16, 1955
President Miller: Members of the Association, friends and honored guests: May
I suggest that we begin our program by singing the National Anthem of the United
States, followed by the National Anthem of Canada, "God Save the Queen."
(Singing of National Anthems of United States and Canada by the audience.)
President Miller: As president of the American Railway Engineering Association,
I am delighted with this large attendance at our Annual Luncheon. The attendance here
totals 1270, which is the first time we have exceeded 1200. Last year we had 1162.
I welcome you here.
We are specially honored by the presence at our speakers' table of a number of
executive officers of various railroads, in addition to the several officers and past presi-
dents of the American Railway Engineering Association. I want to present these men
to you at this time. As each guest is introduced, I would ask that he please stand and
remain standing until all introductions have been completed. May I also ask that you
withhold your applause until our last guest has been introduced.
Commencing at the far end of the table to my right, Mr. H. S. Loeffler, past president
of the AREA, 19SO-19S1, assistant chief engineer, Great Northern Railway, St. Paul,
Minn.; Mr. C. G. Grove, past president of the AREA, 1953-1954, chief engineer. Western
Region, Pennsylvania Railroad, Chicago; Mr. C. J. Geyer, past president of the AREA,
1952-1953, retired vice president — construction and maintenance, Chesapeake & Ohio
Railroad, Richmond, Va.; Mr. Armstrong Chinn, past president of the AREA, 1947-
1948, president, Terminal Railroad Association of St. Louis, St. Louis, Mo.; H. C. Mur-
phy, president, Burlington Lines, Chicago ; Mr. J. P. Newell, vice president — operations,
Pennsylvania Railroad; Mr. William J. Hedley, junior vice president, AREA, and assistant
chief engineer, Wabash Railroad ; Mr. Jess Mossgrove, president. National Railway
Appliances Association.
I will pass over the gentleman to my right, and introduce him later.
Next is Mr. G. M. O'Rourke, senior vice president, AREA, and assistant engineer
maintenance of way, Illinois Central Railroad; Mr. J. P. Kiley, president, Chicago, Mil-
waukee, St. Paul & Pacific Railroad; Mr. D. W. Brosnan, vice president operations.
Southern Railway System, Washington, D. C; Mr. H. H. Pevler, vice president, Penn-
sylvania Railroad, Chicago ; Mr. S. F. Dingle, vice president, Canadian National Rail-
ways, Montreal; Mr. G. M. Campbell, vice president and executive representative, Balti-
more & Ohio Railroad, Chicago ; Mr. T. D. Bevin, president, Elgin, Joliet & Eastern
Annual Luncheon 1093
Railway, Chicago; Mr. A. R. Wilson, past president, AREA, 1930-1937, retired engineer
of bridges and buildings, Pennsylvania Railroad; Mr. C. H. Mottier, past president,
.\REA, 1948-1949, vice president and chief engineer, Illinois Central Railroad; and
Mr. W. S. Lacher, Secretary Emeritus, AREA.
Gentlemen, this is your head table. (Applause)
It now gives me the greatest of pleasure to recognize those men at the table imme-
diately in front of me, as they are the chairmen of our standing and special committees —
the men who are the backbone of our intensive committee work, and without whose
diligent interest and effort we could not succeed as an Association.
As I introduce each committee chairman, may I ask that he stand and remain
standing until all have been introduced? And again, I would ask that you withhold
your applause.
Chairman of Committee 1 — Roadway and Ballast, Mr. B. H. Crosland, assistant
chief engineer, St. Louis-San Francisco Railway.
Chairman of Committee 3 — Ties, P. D. Brentlinger, forester, Penn.sylvania Railroad.
Chairman of Committee 4 — Rail, C. J. Code, assistant chief engineer — engineer of
tests, Pennsylvania Railroad.
Vice Chairman of Committee 5 — Track, W. E. Cornel!, engineer of track. New
York, Chicago & St. Louis Railroad, who is sitting in for Chairman L. L. Adams, chief
engineer, Louisville & Nashville Railroad, who was unable to be present today.
Chairman of Committee 6 — Buildings, O. W. Stephens, assistant to chief engineer —
maintenance, Delaware & Hudson Railroad.
Chairman of Committee 7- — Wood Bridges and Trestles, W. C. Howe, engineer of
bridges and buildings, Bessemer & Lake Erie Railroad.
Chairman of Committee 8 — Masonry, W. R. Wilson, assistant engineer, bridge
department, Santa Fe Railway.
Chairman of Committee 9 — Highways, W. C. Pinschmidt, engineering assistant to
vice president — construction and maintenance, Chesapeake & Ohio Railway.
Chairman of Committee 11 — Records and Accounts, H. N. Halper, valuation engi-
neer, Erie Railroad.
Vice Chairman of Committee 13 — Water, Oil and Sanitation Service, H. M. Schud-
lich, engineer of water services. Northern Pacific Railway, who is sitting in for Chairman
McMullen, engineer of tests and water service, Te.xas & Pacific Railway, who was unable
to be present today.
Chairman of Committee 14 — Yards and Terminals, J. N. Todd, superintendent of
scales and work equipment, Southern Railway System.
Chairman of Committee IS — Iron and Steel Structures, J. F. Marsh, engineer of
bridges, Chicago, Rock Island & Pacific Railroad.
Chairman of Committee 16 — Economics of Railway Location and Operation, H. B.
Christianson, Jr., division engineer, Chicago, Rock Island & Pacific Railroad.
Chairman of Committee 17 — Wood Preservation, A. J. Loom, general superintendent
timber preservation. Northern Pacific Railway.
Vice Chairman of Committee 20 — Contract Forms, W^ D. Kirkpatrick, a.ssistant to
chief engineer, system, Missouri Pacific Lines, who is sitting in for Chairman G. W. Pat-
terson, assistant chief engineer. Central Region, Pennsylvania Railroad, who was unable
to be present.
Chairman of Committee 22 — Economics of Railway Labor, R. J. Gammie, chief
engineer, Texas & Pacific Railroad.
Vice Chairman of Committee 24 — Cooperative Relations with Universities, W. H.
Huffman, assistant engineer of maintenance, Chicago and North Western System.
1094 Annual Luncheon
Chairman of Committee 25 — Waterways and Harbors, Arthur Anderson, special
assistant engineer. New York Central System.
Chairman of Committee 27 — Maintenance of Way Work Equipment, N. W.
Hutchison, engineer of work equipment, Chesapeake & Ohio Railway.
Chairman of Committee 28 — Clearances, A. M. Weston, senior assistant engineer,
Baltimore & Ohio Railroad.
Chairman of Committee 29 — Waterproofing, T. M. von Sprecken, assistant to chief
engineer, Southern Railway System.
Chairman of Committee 30 — Impact and Bridge Stresses, E. S. Birkenwald, engineer
of bridges. Western Lines, Southern Railway System.
Chairman of Special Committee on Continuous Welded Rail, L. F. Racine, chief
engineer, Chicago, Indianapolis & Louisville Railway.
Gentlemen, this is your table of committee chairmen. (Applause)
The ladies seated at the large table in front of me include the wives of quite a num-
ber of our officers, past presidents and other guests. It is very nice to have you with us.
I would be remiss if I did not notice the touches of color at your table, which seem to
indicate unmistakably that Easter Sunday isn't very far away.
I know that all of you will be interested in the results of the balloting of the
Association for its officers for the ensuing year. The official count was completed only
late this morning. I will read the names of the men involved, and I would ask that
they rise, be recognized, and then sit down.
(For results of elections, see Teller's Report, -page 992).
President Miller: Our new officers will be installed at the business session of our
convention, beginning about noon tomorrow. You are all welcome to this session if you
desire to come, and that includes the ladies and any guests or supply men who may
wish to be present.
Our speaker today is Mr. N. R. Crump, M. E., LL. D., Doctor of Engineering, at
Montreal, Canada. Since joining the Canadian Pacific Railway at the age of 16, he has
advanced from a job as laborer through the motive power and operating departments,
by long strides, to the position of senior vice president and member of the company's
executive committee.
Mr. Crump was raised in a railroad atmosphere, for his father, a retired superin-
tendent, was a mountain railroader when the spiral tunnels were built by the Canadian
Pacific through the Canadian Rockies. While serving his time as a machinist's apprentice
in a locomotive shop, Mr. Crump realized that education was of prime importance.
Finishing his high school, he entered Purdue University in 1926, receiving his mechanical
engineering degree in 1929, and his master's degree in 1936 from the same school, having
written a thesis on diesel locomotives. In 1950 Queens University awarded him an
honorary degree, LL. D., and in 1951 he was awarded the doctorate of engineering by
Purdue.
He is an honorary member of the ASME and a member of other engineering
associations.
If you examine the staff records at Purdue, you will likely find that one of the
technical librarians who graduated in 1929 moved across the border to see our speaker,
and she became Mrs. Crump in 1930.
Mr. Crump, it is indeed a pleasure to introduce you to my friends at the Annual
Luncheon of the American Railway Engineering Association. (Applause)
Address of N. R. Crump 1095
The Railway Industry
By N. R. Crump
Vice President, Canadian Pacific Railway
It is a very great pleasure to appear before this Association, representing as it does
rail\va\' engineering opinion drawn from some 34 countries. Of course, the great majorit\'
of your membership is here in the United States, but I am glad to see over 200 members
from my country — more than twice the number drawn from the 32 countries other
than the United States and Canada. To me this is only proper, for where else in the
world can one find such an affinity of interest as exists across the 4Qth parallel. I would
particularly like to recognize at this point the contribution made to the transportation
industry by your Association since its inception in 1890.
Your Canadian members are happy to see a countryman presiding here today, and
we of the Canadian Pacific have particular pride that one of our colleagues has been
so honored. I understand that George Miller is the seventh Canadian to be your president
and the fourth from our company. I congratulate Mr. Miller in having won the con-
fidence of so distinguished a group.
It has been said — and I think truly said — that the secret of the railroads' success
for well over a century has been the use of a flanged metal wheel rolling on a steel rail.
In view of my early training as a mechanical engineer and railway shopman, I might
be suspected of being somewhat partial to the interests of the flanged wheel in the
friendly rivalries that occur between the mechanical and the engineering divisions of
the railway fraternity. But in recent years I have had to preside over the interests of
both departments on the Canadian Pacific, and of course I have found these interests
to be largely mutual rather than conflicting. In considering the problem of flange wear,
for instance, what could be more mutual than the question as to whether the wheel
wears out the rail or the rail wears out the wheel.
The flanged wheel and the steel rail have enabled the railways to produce mass
transportation — at low cost. It is not generally realized that the railways were one of
the first mass producers of the Industrial Revolution. In fact, the low-cost overland
transportation provided by the railways was, and still is, absolutely essential to our mass
production economy. In Canada new rail lines have recently been completed and others
are under construction to serve new industries and open up new communities. For
example, last year saw the completion of a 350-mile rail hne from Seven Islands on the
north shore of the St. Lawrence River into the iron mines of northern Quebec. This
railway was built and is being operated by private enterprise to perform the big trans-
portation job of moving overland millions of tons of iron ore annually to the waterfront
for furtherance by vessel to the steel mills of this continent.
Now, the private company that built this railway could have built a highway, and
instead of hauling the iron ore by rail they could have hauled it by truck. Instead of
using the flanged wheel on steel rail, they could have used the rubber tire on asphalt
or concrete pavement. Why didn't they? The answer is a simple matter of cost that
greatly favored the rail. In the first place, the company would have had to pay for the
construction and subsequent maintenance of the highway. There were no taxpayers
or automobile users available to share the burden of these costs. But even if there had
been, it still would have been cheaper to build the railway and get the low cost operating
advantage of mass transportation that only the railway offers. The people who built
and who are operating this railway could not in any sense be described as so-called
"die-hard" railroaders. They were tough business men who realized they had a big trans-
1006 Annual Luncheon
portation job on their hands that had to be performed as efficiently and as economically
as possible. Their decision was based not on sentiment or tradition, but on cold economic
fact. Now, if cold economic fact is a valid reason for building a new railway, surely
it is equally valid as a reason for maintaining existing railways in a healthy condition
where there are still big transportation jobs to be done.
The engineers who have developed the art and .'cience of railroading may justifiably
be proud of their record and of their achievemnt. You have not stood still in the past
and you cannot afford to stand still now or in the future. In some quarters the railways
have been described as a declining industry. I do ttot subscribe to that opinion. What is
far more to the point is the fact that over the years the railways have been a declining
cost industry; furthermore, in my opinion, we have by no means exhausted the possi-
bilities of still greater economy and efficiency in rail transportation.
Getting back to cold economic fact, it may not generally be realized that, in terms
of real purchasing power, it costs only about half as much on the average to produce a
ton-mile of rail transportation as it did in 1899— the year your organization was founded.
This has been accomplished by exploiting the transportation potential inherent in the
flanged wheel rolling over the steel rail. Heavier and better rail, improved roadbed, more
powerful and more efficient locomotives, automatic signaling, push-button hump yards,
and many other technological advancem.ents have contributed to the long record of
railway progress.
Notwithstanding all this, there is a large question mark in the minds of many
people as to the future of the railways. The growth of other forms of transportation
and the inadequate return on investment in railway properties during a period of gen-
eral prosperity and economic expansion — these conditions indicate that things are not
altogether as they should be in the railway industry, or — speaking more broadly — in the
transportation industry as a whole.
I should like, for a few minutes, to turn your attention to this problem which,
I am bound to admit, is more of an economic than an engineering problem. However, all
of us who work for railways are vitally interested in the future of these railways, since
our welfare is inextricably linked with the prosperity of the industry. The initial steps
toward the solution of a problem, as any engineer knows, are first a realization that the
problem exists, and secondly a general understanding as to the nature and scope of the
problem. In these respects there are today many hopeful signs of progressive thinking and
constructive action.
Basically, the problem lies in making the transition from monopoly to competition.
Many essays have been written and scholarly dissertations given on the subject. I can
only touch upon what I consider the essentials from a practical standpoint — possibly
at the risk of over simplification.
As to the competition, it's here and it's here to stay. There is a place for truck
transport, for pipe line, inland water and air transport. As to truck, inland water and
air transport, the railway industry feels that their true economic place would be better
determined if they were required to pay their full share of the cost of building and
maintaining the facilities they use. I do not propose to deal with this aspect of the
problem other than to recognize its existence and to add that it should be taken into
account in establishing conditions of fair competition between the different forms of
transportation.
Competition is bound to have a big bearing on two phases of railway business:
first on our pricing policies; second, on the kind of services we should be attempting
to give.
Address of N. R. Crump 1097
As to pricing, it is common knowledge that traditionally the railway freight rate
structure was characterized by what is known as differential pricing, which generally
meant charging higher rates for high-valued commodities and lower rates for low-valued
commodities. Truck competition has imposed a ceiling on the rates the railways can
charge for high-valued commodities and still secure the business. It is often said that
trucks get the business because they give better service, but you cannot disassociate
price from service. If there is a difference in service, there should be a corresponding
difference in price — just as there is a difference in price between a made-to-measure
suit and a ready-made suit.
The real significance of this is that the railways cannot e.xpect to recover as large
a proportion of their constant and overhead expenses from high-valued commodities as
they have in the past. This will be true whether the railways reduce their rates on truck
competitive traffic or whether they leave the trucker under the protection of the railway
price umbrella and let him have the more lucrative traffic. It seems reasonable to assume
that in the long run the railways will be better off by retaining and regaining all the
traffic upon which they can make a profit, but in any case there will not be the same
opportunity in the future as in the past to distribute the burden of transportation costs
on the basis of value of the product carried.
This means that either the rates on low-valued commodities must be increased or
the total railway expense must be reduced, or both. I do not propose to say anything
more about rates except this: that in Canada we have a particularly acute problem in
respect of low-rated traffic. I refer to the so-called Crow's Nest grain rates which arc
fixed by statute at the level of rates prevailing in 18Q9. As the dollar today is not worth
much more than 25 cents was in 1890, this means that these grain rates, in terms of real
purchasing power, are only slightly more than one quarter of what they were in 1899.
These rates, which yield half a cent per ton-mile cover the movement of all grain and
grain products from the Prairie Provinces to the Lakehead, and also to the Pacific Coast
for export. This traffic in terms of ton-miles constitutes about one-third of Canadian
Pacific total freight traffic. The rates are about one-third the level of rates for com-
parable movement of grain in the Northwestern States. When I tell you that these
statutory rates, fixed by Parliament, are only about 27 percent of the average level
of all other freight rates — as measured by ton-mile earnings — you have a rather striking
illustration of differential pricing; in this case an arbitrary differential far greater than
anything that could be justified in the economics of transportation.
I come now to the second aspect of railway business which is vitally affected b\-
competition — namely, service. Here, as I see it, there are three main considerations:
1. Under competition the railways can no longer afford to operate services that
don't pay.
2. The railways may have to up-grade some services in order to retain or regain
profitable traffic.
3. The railway's major advantage — one might say its sole competitive advantage
— lies in its ability to handle volume traffic on high-density lines at low cost.
Every effort must be made to retain and enhance this advantage.
May I elaborate on these three points — just briefly. First as to services that don't
pay. When the railways were a monopoly, there were many communities wholly depend-
ent upon the railway for transportation, and the railway was under obligation to provide
both passenger and freight service. This obligation was not unduly burdensome because
the railway could charge enough for its other serA'ices to cover losses on poor-paying
1008 Ann ual Luncheon
trains and thin-density Hnes; the railway was sure of getting whatever traffic the com-
munity had to offer; and a branch line was the only economical means of feeding a
main hne. Today, generally speaking, none of these conditions exist — certainly not to
the extent that they did prior to the development of highways and the trucking industry.
We hear a good deal about road-rail coordination. This is the place for it. Where there
is insufficient volume for economic train operation it is cheaper to handle the traffic
by truck and by bus. The railways should be permitted to abandon unprofitable rail
services and to substitute truck and bus services where needed either to provide local
transportation or to protect the interests of the railway as a low-cost carrier dependent
upon volume for its economy and efficiency.
My second point was the improvement of some services in order to retain or regain
profitable traffic. Much has already been done in this connection through the operation
of fast merchandise trains. There still remains the problem of matching the high-priority
traffic with the high-priority symbol trains. It should be recognized that priority trains
increase transportation costs. The cheapest way to handle freight cars would be on a
first-in first-out basis with every train as long and as heavily loaded as the power, the
sidings and the yards would permit. Probably no single factor has contributed more
over the years to low cost rail transportation than the old operating rule of adhering
as closely as possible to maximum rating. On the other hand, because some classes of
traffic demand better service than others and because competition for some classes is
keener than for others, it has been considered expedient and good business to try to
accommodate these classes in fast freight trains operating on regular close schedules.
Where the rates on the competitive traffic are high enough to warrant the increased
cost of superior service, then obviously the higher cost trains are justified to handle the
higher class competitive traffic.
There might appear to be some conflict between this and my third point that
every effort should be made to retain and enhance the railway's major inherent advan-
tage, which is its abihty to handle volume traffic on high-density lines at low cost. The
point at which cost considerations outweigh service considerations is a matter of judg-
ment supported by experience, testing and analysis. It depends, of course, on how much
value the customer attaches to superior service and how much it costs the railway to
give it. Neither of these factors can be measured precisely.
Under competition, management decisions as to pricing and service become more
difficult because the factors involved are more complicated. To deal effectively with these
problems, railway management needs more freedom. The rigidities of the past must
give way to greater flexibility. The transition from monopoly to competition presents
problems not only for management. It requires modification of thinking and attitude on
the part of public authorities, organized labor and the public at large. In our free enter-
prise system, we welcome competition. In theory at least, competition, provided it is fair
competition, results in labor, capital and land being used where they can best satisfy
the demands of consumers. This being the case, the future scope of each of the forms
of transportation will depend on how efficiently it can operate and how successfully it
can produce the kinds of transportation the public wants at prices the public is willing
and able to pay. In brief, the very existence of competition makes it imperative that
natural economic factors be taken into account by regulatory authorities, by manage-
ment and by organized labor. The national economy, in the long pull, will be better
served if we all work with these forces rather than against them. In the process there
may be some painful adjustments here and there, but these are prices we pay for the
benefits of competition and free enterprise.
Discussion 1099
You may wonder why I have dealt with this subject as 1 have. When 1 studied
engineering I was taught there were four M"s in engineering- Men, Machines, Materials
and Methods. Since leaving the field of pure engineering I have found there is a fifth —
Money. Unless our industry is prosperous you as engineers cannot obtain the capital
and maintenance money to do the work you know should and must be done. If, in some
measure, my remarks have confirmed and strengthened your confidence in the future
of the railway industry and the role of the engineering profes.sion in that future — then
I am content.
Prksiuknt Millek; Mr. Crump, the careful attention and loud applause which
have greeted your address indicate more clearly than I can how everyone has enjoyed
hearing you. I am sure that this group of railway people understands and agrees with
your message.
On behalf of the American Railway Engineering As.sociation, I wish to thank you
for taking time out from your i)usy life to address this group of railway engineers and
their guests. (Applause)
And now, before I dismiss the Annual Luncheon, may I a.sk that all of you remain
in your places until the ladies have left the room.
The annual meeting of our Association will be resumed at two-thirty in the Red
Lacquer Room. We have along but interesting program for the remainder of the after-
noon, and I urge that you assemble promptly. This Annual Luncheon is now dismissed.
(The luncheon was dismissed at 2:25 p.m.)
Afternoon Session — March 16, 1955
(The meeting reconvened at 2:.'i5 p.m., V'ice President G. M. O'Rourke presiding.)
Vice President O'Rourke: We are getting started a little late, so I would appreciate
it i( the members of Committee 27 — Maintenance of Way Work Equipment, would come
to the platform promptly.
Our first report this afternoon is that of Committee 27 — Maintenance of Way Work
Equipment, of which N. W. Hutchison, engineer of work equipment, Chesapeake & Ohio
Railway, Barboursville, W. Va., is chairman.
Again, we would like to invite discussion and questions from the floor. These hand
mikes are available, and the young man sitting right here will hand it to you if you
have anvthing to sav.
Discussion on Maintenance of Way Work Equipment
(Fur report, .se," pp. 511 5 55.)
(Vice President G. M. O'Rourke presiding.)
Chairman N. W. Hutchison (Chesapeake & Ohio): Those of you who have read
Bulletin 519 will find Committee 27's report on pages 511 to 555, incl. We are reporting
on 8 assignments, 1 of which contains Manual material, 2 of which are progress reports,
and 5 of which are final reports. Seven of the 8 reports are submitted as information
only.
The presentation of these reports will be confined to brief summaries, but we feel
that those who are interested in work equipment will find much of value in the reports,
and suggest that they be read in their entirety.
1100 Maintenance of Way Work Equipment
This committee solicits pertinent questions from the audience. We modestly admit
that, either individually or collectively, we do not know nearly all there is to be known
about work equipment, but the subcommittee chairmen will each do his level best
to answer any questions you might wish to ask.
Assignment 1 — Revision of Manual, was presented by Committee Chairman
N. W. Hutchison (Chesapeake & Ohio).
Chairman Hutchison: There is nothing to be reported under this assignment this
year.
Assignment 2 — Motor Cars, Trailer and Push Cars, will be presented by Sub-
committee Chairman M. E. Kerns, superintendent, maintenance of way shop, New
York Central System, Jackson, Mich. This report covers Manual material, and thus
will be read verbatim from Bulletin SIQ, page 513.
Assignment 2 — Motor Cars, Trailer and Push Cars, Collaborating with
Signal Section, AAR, Committee 10, was presented by Subcommittee Chairman
M. E. Kerns (New York Central).
(Mr. Kerns read the report of the subcommittee, page 513 of Bulletin S19.)
Mr. Kerns: I would like to make a motion that this be adopted for publication in
the Manual.
Vice President O'Rourke: Do I hear a second?
(The motion was regularly seconded.)
Vice President O'Rourke: It has been moved and seconded that the axles and end
nuts, wheels and bushings described on page 513 and shown on Figs. 13, 14, 15 and 16,
be adopted as Manual material. Is there any discussion? Has anyone any questions?
If not, are you ready for the question?
(The motion was put to a vote, and carried.)
Chairman Hutchison: We should like to emphasize the fact that the next report,
Assignment 3 — New Developments in Work Equipment, is a continuing one. Each year
an effort is made to include a brief description of all of the new and important develop-
ments in the work equipment field about which we are able to learn.
A summary of this report will be presented by the subcommittee chairman, Mr.
T. H. Taylor, assistant engineer, Pennsylvania Railroad.
Assignment 3 — New Developments in Work Equipment, was presented by
Subcommittee Chairman T. H. Taylor (Pennsylvania).
Mr. Taylor: The assignment "New Developments in Work Equipment" is a con-
tinuous one and this current report is an extension of reports published in Vols. 45, 50,
52, Si, 54, and 55 of the Proceedings. It is a progress report, presented as information,
and covers new machines marketed since last year.
We have included 13 machines or appliances, 3 of which are designed primarily for
use with rail laying gangs, namely: a crib reducer, which lowers ballast in the cribs
to avoid fouling of the heads of tie adzers; a tie brush, which sweeps the tie surfaces
ahead of the adzers; and a hydraulic spike puller, capable of being operated by one man.
Five of the newly developed machines are for use with lining and surfacing gangs,
including a hydraulically-actuated track jack; a self-propelled jack-carrier used for
transporting track jacks between the tamping machine and the advance track-raising
gang; a split-head type, vibratory electric multiple tamper; and two track lining
machines.
Two machines included in the report are designed to perform operations on rail,
Discussion 1101
namely: a light-weight bonding drill, which is capable of drilling either the head or web
of the rail; and a light weight, self-contained rail slotter.
A self-contained earth auger, which will bore holes to a diameter of 12 in and to a
depth of 6 ft, is described in our report. It also contains material regarding a weed
sprayer, especially designed for treating yards, industrial spurs, and off-track areas usually
reached by hand cutting methods.
A device known as a safety crank, designed to eliminate accidents caused by crank-
ing any type of internal combustion engine, completes the picture in this current report.
Needless to say, those of you who visit the exhibit at the Coliseum, sponsored by The
National Railway Appliances .\ssociation, will find much of interest in the way of new
developments in work equipment.
Vice President O'Rourke: Thank you, Mr. Taylor.
It seems needless to remind you that this report is one of great importance, and
must be of interest to all of you. I can't help but feel that someone must have some
remarks to make on the report, or some questions to put to the committee.
If not, we will proceed, Mr. Chairman.
Chairman Hutchison: The next report is .Assignment 4 — Improvements to Be
Made to Existing Work Equipment. This will be summarized by Mr. L. E. Conner,
supervisor of work equipment of the Seaboard Air Line Railway, who has capably
served as chairman of this subcommittee for several years.
Assignment 4 — Improvements to Be Made to Existing Work Equipment,
was presented by Subcommittee Chairman L. E. Conner (Seaboard Air Line Railroad).
Mr. Conner: This is a progress report, submitted as information, being a continua-
tion of reports submitted by this committee in previous years, and covers changes in
existing work equipment that the committee has found to be both desirable and practical.
The current report is confined to several improvements which we suggest be made
to a machine designed for placing rail in track from the roadbed shoulder, and two
improvements to a machine known as a ballast regulator.
In confining our report to the.se two machines, we should like to emphasize that
there is no intention to insinuate that these are the only two types of work equipment
that can stand improvement, nor were they singled out for special criticism. With due
respect to the machine manufacturers who, the committee feels, perform a highly creditable
job in designing and fabricating efticient machines to perform rough types of work
under sometimes very unfavorable conditions, it goes without saying that the perfect
machine has not yet been built. In order to keep the report brief, it is customary to
confine our remarks to just a few of the machines about which controversies arise.
Vice President O Roiirke: Again, it seems that a subject of such importance and
timeliness should call for some comment from someone.
If not, we will proceed. Thank you, sir.
Chairman Hutchison: One of the most recently developed types of work equip-
ment, and one about which there has been considerable activity in recent years to design
a practical unit, which would also produce savings, is a machine for renewing ties. This
next assignment is on tie renewal equipm.ent, and, in the absence of the subcommittee
chairman, this report will be presented by Mr. A. W. Munt, supervisor work equipment,
Canadian Pacific Railway. I should also like to say that Mr. Munt is vice chairman of
this committee.
Assignment 5 — Tie Renewal Equipment, was presented by A. W. Munt
(Canadian Pacific), committee vice chairman, in the absence of Subcommittee Chairman
L. B. Cann, Jr., (Richmond, Fredericksburg k Potomac).
1102 Maintenance of Way Work Equipment
Mr. Munt: It is the hope of your committee that throunh this report you will be
able to find a description of the tie renewal equipment that is available and possibly
find the machine that will rneet the needs on your railroad.
Your committee has covered 11 pieces of equipment used in some form for the
removal or insertion of ties in track. Two of these pieces of equipment now being
used are the companion tools — Tie Remover and Tie Replacer. Basically, each is a man-
ually operated jack which, when attached to a rail, may exert a horizontal force via a
rack bar. The operation of the tie remover must be prefaced by removal of the tie plates,
ballast loosened at both ends of the tie, and ballast removed level with the bottom of
the ties. Another tool, the Tie Pusher is designed to remove old or defective ties from
the track. Again, the tie plates and spikes must be removed beforehand. After the old
tie is pushed out by leverage, the crib must be cleaned and the new tie installed in the
normal manner.
The first of the machines covered in this report is the Tie Puller and Inserter, a new
machine designed for use in out-of-face tie removal and track raising. This is a com-
bination tie remover, inserter and light crane. Essentially, this machine is a 4-wheel
frame with a power winch and telescoping boom. It is found working in mechanized tie
renewal gangs on many of our roads.
The Tie Cutter and Tie End Remover work in conjunction with each other. The
Tie Cutter is used to saw ties in track into three sections. The center section is removed
by hand, and the Tie End Remover pushes the two end sections clear of the rail by
two hydraulic pistons and are lowered into the space where the center section Was
removed.
A hydraulic tie puller and inserter and hydraulic jack, known as the Tie Replacer,
has been combined by one manufacturer. The tie renewal gang uses it to remove the
old ties from their position under the rail and to insert the new tie. This unit is hydrau-
lically controlled and self-propelled.
The Tie-Master is a machine designed to remove the old tie, cut the bed for the
new tie, and install the new tie in a series of continuous operations. The primary part
of this machine is a flexible chain ram consisting of a series of flat plates which cuts
the bed for the new tie as it pushes out the old tie.
Two hydraulic machines used in tie renewal work are the Tie Remover and Tie
Inserter. To remove a tie the Tie Remover is set squarely over the tie, and a ram, with
two teeth, bites into the tie. As the hydraulic pressure is exerted a maximum force of
16,000 lb is developed in pushing the ties from under the rails. New ties are drawn
into place by a cable fastened to a drum, with the middle loop hooked over the far end
of the tie. Before insertion, the near end of the tie is fitted with a nose plow and the
far end with a tie shoe. This shoe has a groove for the cable and a handle to guide
the new tie into place.
The Tie Renewal machine is a compact one which removes the old tie by pulling
it through two revolving gripping rollers. These rollers are hydraulically raised and
lowered into position and their distance apart is so regulated that they can extract ties
of various width.
The last machine I wish to mention is the Tie Bed Scarifier. It can perform on track
that has been raised on the bed, or on non-raised track. As the hydraulically controlled
drums roll, a new tie bed, perpendicular to the rails and 10 ft long, is dug to a predeter-
mined depth.
Vice President O'Rourke: Thank you, sir.
I can't help but feel that there are people in this room who, like myself, may be a
little surprised at the large number of tie renewal machines that have come on the market
Discussion 1103
in the past very few years. Certainly, something is goinji to be developed that will be a
satisfactory tie renewal machine. Up to the present time there have seemed to be some
little "bugs" in every one of them.
Are there any questions or is there discussion on this subject? If not, we will proceed.
Chairman Hutchison: The fact that automotive vehicles for the transportation
of men and materials are quite common on many railroads has made it important that
this committee report on various features concerning such equipment. This current report
on Assignment 6 — Maintenance of Automotive Vehicles, deals with measures that may
be adopted to minimize the breakdowns to automobiles, and will be presented by Mr.
C. F. Lewis, superintendent work equipment of the Santa Fe.
Assignment 6 — Maintenance of Automotive Vehicles.was presented by Sub-
committee Chairman C. F. Lewis (Santa Fe) .
Mr. Lewis: There are many and varied opinions on preventive maintenance, and
volumes can be written on the subject. It is, however the opinion of this committee that
preventive maintenance is a means for the systematic detection and correction of
incipient vehicle failures before they occur or develop into major defects, and maintains
vehicles in a satisfactory operating condition.
It has been said that no automotive vehicle is in perfect operating condition, but
that these imperfections are often not detectable and are the cause, either directly or
indirectly, of many major breakdowns. While a thorough and well organized system of
preventive maintenance will not always detect these defects, generally speaking, they will
be noticed and can be corrected before a major breakdown occurs.
Any good workable program of preventive maintenance must start with the operator
of automotive equipment if the program is to be carried through to a satisfactory con-
clusion. While it would be desirable to have a competent automotive inspector check
vehicles periodically, and have competent repairmen to make the necessary repairs, it
must be understood that the main link in any good chain of preventive maintenance
is the education and indoctrination of individual automotive vehicle operators with a
complete understanding of the operation of their particular piece of equipment, as well
as with the constant care, servicing and inspection it requires.
Generally speaking, if a vehicle is properly lubricated; if the air and oil filters and
crankcase breathers, as well as the machine itself, are kept clean ; and if defective parts
are promptly replaced; the possibility for automotive failures will be minimized. Like-
wise, if all bolts, nuts, screws, etc., are kept tight, breakage and excessive wear from
vibration will also be minimized. When minor defects are noted and immediately cor-
rected they cannot develop into major automotive breakdowns.
If an operator takes adequate care of his vehicle; if the vehicle is given regular
and periodic inspections; and if all repairs are handled systematically and correctly;
any good program of preventive maintenance will result in long trouble-free service.
Vice President O'Rourke: Mr. Lewis, I presume this report is for information?
Mr. Lewis: That's right.
Vice President O'Rourke: Is there any discussion from the floor?
It will be received as information. Thank you, sir.
CHAIRM.4N Hutchison: The prominence reached by machines available for out-of-
face track surfacing, and work incidental thereto, has raised questions by some railroad
officers as to what machines or appliances, if any, are useful for handling ballast. Assign-
ment 7 — Machinery for Unloading, Distributing and Dressing Ballast, is an attempt to
answer these questions, and this report will be presented by the subcommittee chairman
Mr. J. W. Risk, superintendent work equipment of the Canadian National Railways.
1104 Maintenance ot Way Work E q uipmen t
Assignment 7 — Machinery for Unloading, Distributing and Dressing
Ballast, was presented by Subcommittee Chairman J. W. Risk (Canadian National).
Mr. Risk: In recent years there has been a trend toward the use of large, highly-
speciahzed gangs to perform out-of-face track surfacing, this trend having arisen as a
result of the development of high-production multiple tampers and other allied machines
which assist in the completion of heavy surfacing programs. Since ballast is the prin-
cipal material used for track surfacing, better methods of handling ballast are a require-
ment if such gangs are to reach and maintain peak efficiency. A search for better methods
of ballast handling prompted the decision to undertake this assignment, and the report
being presented is an attempt to acquaint railroad officers with the equipment and
devices which are currently available.
This report covers ten machines or methods which are being used to unload, dis-
tribute, and dress ballast, the majority of which are not new, such as spreader-ditcher
cars, special ballast cars, hopper-bottom cars, general purpose cars, air-operated side
dump cars, lidgerwood cars, and ballast unloading pans. In the past few years practical
machines have been developed which perform a creditable job of repositioning ballast
after it has been unloaded, and in dressing the ballast after the surfacing work has been
completed. However, most of the devices or methods used to unload ballast are slow
and unsatisfactory. It is the opinion of your committee that there is a real need for
special ballast cars, or for some device which can be quickly applied to existing hopper
or gondola cars, and which will permit ballast to be unloaded quickly and economically,
with controls that will permit it to be placed where wanted in the varying quantities
needed.
Vice President O'Rourke: This is a splendid report, and I hope that there will be
some discussion from the floor.
If there is none, we will proceed, Mr. Chairman.
Chairman Hutchison: Coincident with the increasing use of automobile trucks
for hauling men and material is the use of platform-type trailers for transporting work
equipment, which are pulled along the highway by a truck and make it possible, within
limitations, to get men, material, tools and equipment to a job at the same time, ready
to go to work.
In the absence of the subcommittee chairman, Mr. S. E. Tracy, superintendent of
work' equipment of the Burlington, will briefly tell you in this next report what types
of automotive trailers are available for transporting work equipment.
Assignment 8 — Automotive Trailers for Transporting Work Equipment,
was presented by S. E. Tracy (Burhngton) in the absence of Subcommittee Chairman
C. T. Blume (Frisco).
Mr. Tracy: Railway ownership and use of automotive trailers for transporting
work equipment are moderate, but the potential is evident.
The standard types are generally adaptable to the service of transporting work
equipment and will normally effect reduced railway ownership cost that would not be
realized normally in respect to specially designed units.
There are two general classes of trailers. These are the semi-trailer and the trailer.
The general classes may be divided into numerous subclasses suitable for transporting
work equipment on the railways.
Standard units are available in many sizes and with capacity ratings of less than
1000 lb to and exceeding 125,000 lb gross vehicle weight. Special permits are to be
obtained in all cases wherein the size and weight exceed the ordinary authorized limits
for movement on the highways of the states involved.
Discussion 1105
The pneumatic tire semi-trailer is more maneuverable than the trailer and is not
restricted by any state law. The trailer, or full trailer, is illegal in certain states and legal
operation is subjected to change as laws are enacted periodically by the states.
The capacity of the semi-trailer type is not affected to the same extent as trailers
by increased rates of highway travel, and the semi type is far more adaptable to general
service requirements.
Power brakes are recommended for all units, irrespective of weight or the state's
minimum requirement, although there are states that are rather lenient in trailer brake
requirements.
The adaption of highway vehicles generally by the maintenance of way departments
of the railroads should obviously increase the demand for automotive trailers for trans-
porting work equipment.
Vice President O'Rourke: Thank you, Mr. Tracy.
If there is no discussion from the floor, it will be so received.
Ch.airm.an HrxcHisoN; No report is offered under Assignment o — Means of Con-
serving Labor and Materials. This has been a continuing assignment, and a report was
presented for several years. This committee feels that insufficient additional data can be
collected to prepare a report, and a request was made — and granted — that the subject
be discontinued.
In view of the fact that we have probably exceeded our allotted time, and also
because the summary of the next report contains adequate introductory comments in
itself, we will ask Mr. Knight, supervisor of work equipment of the Northern Pacific
Railway, to proceed with his report on the subject of Work Equipment Hydraulic
Systems.
Assignment 10 — Work Equipment Hydraulic Systems, was presented by
Subcommittee Chairman S. H. Knight (Northern Pacific).
Mr. Knight: Hydraulics is not a non-technical subject. However, our assignment
is not concerned with technical matters, but solely with the practical aspects of hydraulics
as commonly used in railroad work equipment transmissions. Our coverage further
does not include fluid clutches or torque converters. We are concerned only with simple
transmission systems and the prime movers, pumps, motors, and distribution pressure
and return piping and valves comprising them.
Hydraulic transmissions are to a great extent, as you know, a recent development
which received great impetus during the war years 1Q40-194S. Actually, the airplane
had much to do with it. However, industry generally has adopted it, and today we find
hydraulics has invaded the fields of farm machinery, railroad work equipment, construc-
tion equipment, and many others. It is difficult today to find a piece of major work
equipment that does not employ hydraulics in some form as a means of transmitting
power.
Its greatest use is, without doubt, in the transmission of power by means of hose
line or tubing to auxilHary apparatus that may be remotely located from or inaccessible
to the main source of power, which, if done mechanically, would require a complicated
hook-up of sprockets, chains, gears and shafting. An hydraulic system is simple in prin-
ciple, permits of great flexibility of installation, and is smooth and vibrationless in opera-
tion. The transmission may be reversed or idled by means of a simple 4-way valve,
and precise control is obtained. Variation in torque ratio, speed and overload, and shock
protection, are readily obtained. Some disadvantages include high thrust and radial
loads on bearings, high stresses in certain other parts, the necessity for extreme accuracy
of machined parts, and cleanliness in assembly, operation and maintenance. Difficult
1106 Maintenance of Way Work Equipment
scaling problems also prevail. We have had experience with some installations which, the
committee feels, could have been belter accomplished h\ mechanical linkage.
Little has been done, however, with hydraulic transmissions toward standardization.
Further, there is a complete lack of inexpensive, readily available testing equipment by
which volumetric efficiency, torque and horsepower may be determined. Some builders
of machines are working on the problem, but it is still necessary for the owner to remove
pumps and motors for return either to the builder or to the manufacturer to have them
calibrated. We think dynamometer apparatus should be supplied which would make it
unnecessary for the owner to carry spare pumps and motors without experiencing long
delays awaiting return of the article from the builders' shop or from the manufacturer.
That is a serious defect. No one would think of repairing an electric motor or gen-
erator without testing it for power characteristics; nor should he repair an important
gasoline or diesel engine without giving it an extended run on a dynamometer. So, we
hold no brief for the lack of adequate testing apparatus for hydraulic pumps and motors
that prevails today — a condition which the manufacturers of hydraulic equipment seem
to be completely unconcerned about.
In conclusion, hydraulics and hydraulic transmissions are competing more and more
favorably with the transmission of power on machinery by electrical, pneumatic or
mechanical means. Without question, the years immediately ahead will continue to see
an accelerated development in this type of power transmission.
Vice President O'Roi'rke: Thank you, sir. That report is submitted as information?
Mr. Knight: Yes.
Vice President O'Rourke: It is one of great importance, and I am sure the com-
mittee would welcome any views from the floor — suggestions, questions or comments.
If there are none, it will be so received.
Chairm.'^n Hutchison: Mr. President, this completes the report of this committee,
but before finally taking leave, I should like to call attention to a memoir which appears
on page 512 of Bulletin 519, for one of our former members, Mr. C. H. R. Howe. I will
not take time to read the memoir, but this committee wishes to publicly express its deep
sorrow in the passing of one who was not only a valuable and highly regarded Member
Emeritus of this committee, but a very fine friend of many of the men in this room.
We should also like to pay tribute to another of our retired members, Mr. C. H.
Ordas, formerly supervisor of motor cars of the Milwaukee Road, who just recently
passed away. Mr. Ordas was one of the hard-working members of this committee, who
not only was one of its charter members, but who also held the distinction of having
served actively in the railroad industry over a period of 57 years.
Vice President O'Roxjrke: Thank you, sir.
Mr. Hutchison, your committee has again presented a splendid series of reports,
involving both Manual material and information of great interest to our membership.
The automation of maintenance-of-way and construction operations is vital to the effi-
ciency and economy of our work, and your committee does a valuable service in keeping
us up to date, not only on the equipment which is available, but also as to its operation
and repair.
Your committee is now excused with the sincere thanks of the Association.
The next report to come before the Association is that of Committee 22 — Economics
of Railway Labor. The chairman of this committee for the past three years has been
Mr. R. J. Gammie, chief engineer, Texas & Pacific Railway, and I am glad to recognize
him and the members of his committee at this time.
(President G. W. Miller resumed the chair.)
President Miller: Mr. Gammie, the floor is vours.
Address of W . W . Hay HO?
Discussion on Economics of Railway Labor
(For report, .sco pp. 453 469.)
(President G. W. Miller presiding.)
Chairman R. J. Gammie (Texas & Pacilic) : Mr. President, fellow members and
guests of the Association: During the past year Committee 22 lost one of its valued
ex-members, Mr. Charles William Baldridge, former assistant engineer of the Atchison,
Topeka & Santa Fe Railway, who died in this city, May 31, 1954. A special committee on
memoirs, of which M. H. Dick, editor of Railway Track and Structures, is chairman,
prepared a memoir on Mr. Baldridge, which forms a part of the committee's report.
We will now hear from a member of this committee. Professor W. W. Hay, who
will talk on The Engineer's Responsibility for the Future.
The Engineer's Responsibility for the Future
By W. W. Hay
Associate Professor of Railway Civil Engineering, University of Illinois
A year ago Mr. J. S. McBride gave the convention an informative and interesting
description of railroad engineering and maintenance of earlier days. I have been asked
to say something about railroad engineering in the future. Unfortunately, I have no way
of knowing what the future holds in the way of new developments and procedures.
Probably no one really knows. If I did know and told you, you might not believe me.
Who would have believed 40 years ago even a small part of the modern developments
in the railroad industry? Perhaps, however, more surprising than the improvements
over the past are the number of practices from the past which are still retained. As we
consider some of the more startling developments which we now enjoy we might, with
some degree of discomfiture, ask ourselves what obvious improvements are we overlooking
today !
There are, of course, some things which can be foreseen for the immediate future
because they are already in the picture and will expand and develop in days to come.
There will, for instance, be a continuation of mechanization in construction and main-
tenance procedures. Concurrent with mechanization will be an increasing use of division,
region, and system gangs, with section forces abolished or relegated to simple house-
keeping functions. The big gangs will be transported and housed in off-track units and
their work equipment will mostly be off-track as well. Radio will aid in maintaining
control over large gangs, as in rail-laying spread over a long stretch of track, and in
maintaining control from headquarters.
These are changes involving responsibilities for the engineer. He must plan his
programs carefully to secure the best use of men and equipment. He must devise a
substitute for the pride and personal interest which spurred the old style section gangs
to their best efforts. Engineering and supervisory personnel must be more familiar with
the mechanical side of work equipment. This familiarity cannot be secured in already
overcrowded university and college curricula. The railroads will provide their own train-
ing, perhaps by placing the junior or apprentice engineer in a work equipment repair
shop for several weeks or months.
Railroad engineers are becoming increasingly aware of the need for soils engineering
in the design and construction of subgrades and foundaticms. There is much yet to be
done. Every railroad will eventually have one or more men adequately trained in soils
engineering and provided with the necessar>' field and laborator>' equipment. His rec-
ommendations will p!a\- an important jiart in all pertinent decisions.
1108 Economics of Railway Labor
The present shortage of college trained engineers, while likely to improve somewhat,
is also likely to continue for several more years if conditions of peace prevail ; the problem
will become acute if the cold war grows hot. There will be an increased demand for
trained engineers in the future throughout industry. Railroads must make an even
greater effort than in the past or present to secure their share of the top-ranking engi-
neering graduates and to use most effectively the ones they have. A majority of the
labor force will be composed of machine operators and mechanics. Responsibility will
rest with the supervising engineer to secure, train, and retain this skilled group of labor.
The needs of national defense must ever be a major responsibility for the engineer.
He must hold both himself and the track and structures entrusted to his care in constant
readiness for a demand we pray will never come. If it does come, its urgency will super-
sede all their problems and activities for a long time to follow.
This may be wishful thinking, but I believe the future will see a significant reduction
in grade crossings. As new highways replace obsolete and outmoded routes, the trend is
toward an elimination of all traffic obstructions, including railroad crossings. The engi-
neer has the responsibiHty to be in the forefront of any drive toward grade crossing
elimination and to see that the railroads receive a fair deal in the apportioning of costs.
I see, too, the sharing of rights-of-way in congested areas by more than one type
of carrier. Pipelines, and even highways, may use the same land space as railroads,
perhaps the latter on a two-tier basis.
Regulatory powers of the future must surely develop a more realistic attitude toward
branch line abandonment, permitting more readily the removal of trackage on unprofitable
lines. Railroads will be more willing to build for short term traffic if they know they
can abandon the line when that traffic dies out. There will be more improvement of
location and routes — grade and curve reductions — shortening of distance and removing
of tracks from flood levels. At the same time there is likely to be more retrenchment and
abandonment of multiple tracks in favor of fewer tracks and systems of centralized
traffic control. The engineer must be ever on the alert to realize all the economies which
these activities will permit.
The iise of diesel-electric locomotives should call for a searching re-examination
of the present trend toward heavier track and equipment. Adverse effects of diesels
should also be noted. The possible advent of lightweight Talgo-type trains affords inter-
esting possibilities. If these trains prove successful and appear in great numbers, the
engineer will encounter new problems and an opportunity to revise his standards in
track and bridge design and maintenance.
Railroads and their engineers will undoubtedly place increasing dependence upon
research. There isn't a phase of railroading today that cannot be improved by wise study
and investigation. New materials, methods, and machines developed elsewhere must be
analyzed for their application to the railroad plant and its operation. Prestressed con-
crete holds promise for improved railroad structures. An informed use of color will
promote safety and more efficient operation. Automation is already proving its value
in yard operation — and incidentally requires a high standard of yard track maintenance.
Automation has possible applications to many rail operations. Railroads will expand
their own testing and investigative facilities and will become increasingly aware of their
responsibility to use and to support, financially and otherwise, the facilities and findings
of research agencies. The program of engineering research being so ably conducted by
the Association of American Railroads in cooperation with this Association is an
important and worthwhile step in that direction.
This limited and brief listing could be expanded if time permitted. But now, what
Address of W. W. Hay 1109
of the over-all scope of the engineer's responsibilit}- for the future? The forecast can be
made with a fair degree of certainty.
The railroads' chief competitors arc relative newcomers to the transportation indus-
try. They have already demonstrated their dynamic character and will continue to
develop and improve in the years to come. It follows that railroads will continue to face
stiff competition in the future which, in turn, will impose a responsibility on the engineer
for the utmost efficiency, safety, and economy in the conduct of his work.
These cannot be accomplished by thinking in terms of present practice or by the
mere improvement of existing procedures and materials. Mechanization alone will not
be sufficient. The law of diminishing returns on mechanization as we now know it will
eventually take effect.
It is not sufficient for the engineer to devise new and better ways of doing conven-
tional tasks. He must seek to eliminate many of the tasks he is doing today. He must
learn to look at every phase of plant and operation with a critical, questioning attitude.
If a large percentage of track labor costs are due to joint wear and maintenance, then
he must eliminate the joint. If tie renewals are a costly item, he must eliminate the need
for those renewals. Rail renewals due to shelling, web failures, and rolling defects must —
and will be — eliminated, and rail life prolonged far beyond what it now is. If subgrades
arc unstable, the engineer must eradicate the causes of instabilit\'. These examples are
merely illustrative and are certainly not startling. A beginning has already l)ecn made
on these problems — but there are also other problems !
To bring about such attitudes and improvements the engineer must have an open
mind and be receptive to new ideas. He must have the courage to advocate and defend
his ideas, sometimes against a firmly entrenched conservatism and standpatism. He must
not let current standards and practices become a strait-jacket for the future. Any indi-
vidual or industry that spends more effort resisting change than in developing new ideas
stagnates and cannot survive. It is the engineer's responsibility to advise management
as to the proper direction and decisions in that part of the railway activity in which he is
an expert.
The engineer must, however, have personal and professional integrity and perspective,
and be as wilhng to discard new but unproductive innovations as old, outmoded systems.
He must not confuse mere change with progress. Neither can he be misled by out-of-
pocket or immediate savings. He must be guided by the principle of over-all economic
costs, having in mind the full effect and long-term view as he makes his decisions.
The engineer has these responsibilities for the future. If someone says these are not Jiew
responsibilities, I will readily agree. These have always been the engineer's responssibilities
and his challenge. He must meet that challenge, realizing that the future begins today!
Chairman Gammie: Thank you. Professor Hay, for that very interesting and
challenging talk.
The report of this committee begins on page 45.^ of Bulletin 510, and if there is any
discussion from the floor, we will be glad to hear from anyone. This committee was
assigned eight subjects for study during the current year, and has no report to make on
three of these subjects.
Assignment 1 is Revision of Manual. We have no report to make on that.
Assignment 2 is an analysis of operations of railways that have substantially reduced
the cost of labor required in maintenance of way work. The report on this is a progress
report, and will be presented by Mr. J. E. Eisemann, district engineer, Gulf, Colorado &
Santa Fe Railwav, at Galveston, Tex.
1110 Economics of Railway Labor
Assignment 2 — Analysis of Operations of Railways That Have Sub-
stantially Reduced the Cost of Labor Required in Maintenance of Way Work,
was presented by Subcommittee Chairman J. E. Eisemann (Gulf, Colorado & Santa Fe),
who read extracts from the subcommittee's report.
President Miller: Thank you, Mr. Eisemann. Your report will be received as
information.
Chairman Gammie: I believe Mr. Geyer has a few remarks to make. He is a past
president of the Association, as you all know. At the time we planned our recent inspec-
• tion on the C & O, he was vice president in charge of construction and maintenance of
that railway, but he retired before we made the trip. Mr. Geyer.
C. J. Geyer (Retired vice president — construction and maintenance, Chesapeake &
Ohio): Mr. President, Mr. Gammie and gentlemen: It has been my pleasure for several
years past to accompany this committee on its summer inspection trip over some part
of some railroad, as a guest of the committee. Mr. Gammie asked me if I would care
to tell the Association something about the things we have been doing on the C &■ O,
which the committee witnessed on its inspection trip last year.
For several years, on the Chesapeake & Ohio, our maintenance boys had been study-
ing methods and means to save on labor costs, particularly in view of the rapid advance
in wages. We have twa or three members on Committee 22, and the committee's studies
were along the lines that we were making. We studied its reports and its inspection trips
closely, and as a result, we revised our track maintenance methods.
We started this in 1951, I believe, and we are not through yet, although we have
done much on the Chesapeake Region, or the Southern Region as it is now called. We
expect to get going on the Northern Region a little later. I don't mean to say we are
through on the Southern Region. But we are through with the first stage of the job
on this region, and the payroll savings brought about by our new methods have amounted
to more than five million dollars — with a little better quality of track work performed.
I think I can support the statement that the quality of the work is a little better,
because we have two ways of measuring it. The first is the amount of material used,
the amount of work performed, the miles of track surfaced, the number of ties installed,
the tonnage of rail laid, the amount of ballast applied, etc. The second check on quality
of work is our track inspection machine, which graphically records the imperfections in
track as we operate over the track, twice a year. We have used the same method of
grading our track since we first operated this machine, in 1937. Thus we have been able
to determine which way we are going in our track conditions.
Now, I don't believe that we have scratched the surface in the savings that we have
been able to accompHsh through the good work of this committee. But I want to give
full credit for the accomplishments that we have made to this committee work, and the
ability of our maintenance boys on the Chesapeake & Ohio to interpret and use those
methods recommended by the committee.
Our methods can be called several things — district maintenance, division maintenance,
system maintenance, or something else. But the idea is the same — to reduce our costs
and still do all the work that is needed, and have good quality work.
I hope to take many more trips with this committee. I recommend to the members
of the Association and to other railroad maintenance men that they study its reports
carefully.
In my opinion, more professors of economics in our colleges should get on the
committee. I am sure they can add materially to the work of the committee. At the
same time, I am sure they will get much good from the work of the railroad members
of the committee, that they can take back to their classrooms,
Discussion HH
Thank you very much, Mr. Gammie. (Applause)
Chairman Gammie: Thank you, Mr. Geyer.
Is there anyone else who wishes to say anything at this point?
President Miller: Mr. Chairman, I would like to say that where railway manage-
ments help our committees travel over their roads, those railroads cannot help but benefit.
I am sure that any railroad that gives a committee a chance to work on its property
will benefit much more than the amount it spends in extending its hospitality in trans-
porting the men over the line. I think the C & O really set a fine example la.st year. I had
an opportunity to accompany the committee, and I thought it was fine. We learned a lot,
and I know that a number of the features we witnessed there will be i)ut into effect
on my own road.
Ch.airman Gammie: Mr. President, we appreciate your remarks. The C & O cer-
tainly did a good job of taking care of us.
Assignment 3 is Economics in Railway Labor to Be Derived from the Use of
Various Types of Ballast, Collaborating with Committee 1. This is a final report, sub-
mitted as information, and will be presented by the chairman of that subcommittee,
Mr. A. B. Chaney, assi.stant chief engineer system — maintenance, Missouri Pacific
Railroad.
Assignment 3 — Economics in Railway Labor to Be Derived From the
Use of Various Types of Ballast, was presented by Subcommittee Chairman A. B.
Chaney (Missouri Pacific).
Mr. Chaney: I will confine my remarks here to some of the highlights of the report
and the conclusions reached by your committee.
This report supplements the one submitted by Committee 22 17 years ago, which
can be found on page 505 of Vol. 30 of the Proceedings, for 1938. A comparison of the
two reports reflects a continuing increase in preference for the smaller size ballast
materials, with two-thirds of the reporting roads, representing 83 percent of the reporting
mileage, giving crushed slag and stone as their first preference for balla.st materials.
The service tests being made on the Chicago and North Western Railway by Com-
mittee 1 to determine the maintenance costs and service life of three different sizes of
slag ballast will develop valuable data pertaining to ballast economics.
Your committee's study of information received from 40 railroads representing 65
percent of the rail mileage in the United States and Canada, prompted the following
conclusions:
For heavy and medium-heavy-traffic lines, cru.shed stone and slag ballast meeting
AREA specifications, with maximum size of l^^j in, and uniformly graded, is the prefer-
ence of most railroads, ba.sed on overall economic consideration.
For medium and light-traffic lines, chat, and in some cases crushed gravel, are the
most economical ballast materials.
Except for special requirements, most roads prefer ballast materials for general u.se
within a size range of from 3^ to IJ^ in.
Definite economies in railway labor can be derived by using the most suitable types
of ballast, and it is believed that individual roads can profit from a study of the subject
on the basis of factors existing on their lines.
We were confronted with difficulty in developing actual cost data, but we did have a
response from 9 railroads representing over 26,000 miles of main tracks, and you will
find this material in the report.
President Miller: Thank you, Mr. Chaney. Your report will be received as
information.
1112 Economics of Railway Labor
F. A. Roberts (Erie) : Mr. Chaney, in paragraphs 16 and 17 of Bulletin 519 you state
that 14 roads report no difference in the amount of ballast required per mile per year,
and that the labor costs on gravel ballast average 33 percent higher than where crushed
limestone is used. I would like to know why.
Mr. Chaney: The committee tabulated the material furnished by the different rail-
roads, and, as I recall, gravel ballast ranked about third in the preference of most rail-
roads, with a few exceptions. The reasons given, as I recall, were that there is less
friction between the ballast material and the tie, less likelihood of its staying put, so to
speak, after surfacing, a greater likelihood of more difficult vegetation control, and gen-
erally, in their opinion, from their studies, gravel ballast requires more track labor to
maijjtain the same standard of maintenance, or the standard of maintenance required.
Mr. Roberts: Thank you, sir.
Chairman Gammie: Assignment 5 is Labor Economy of Renewing Ties by Use of
Proper Equipment, Methods and Organization. This is a progress report, and will be
submitted as information by the chairman of that subcommittee, Mr. L. A. Loggins,
chief engineer, Texas & New Orleans Railroad, Houston, Tex.
Assignment 5 — Labor Economy of Renewing Ties by Use of Proper
Equipment, Methods and Organization, was presented by Subcommittee Chairman
L. A. Loggins (Texas & New Orleans), who read a considerable part of the subcommittee's
report as printed in the Bulletin.
President Miller: Thank you, Mr. Loggins.
Chairman Gammie: Assignment 6 is Labor Economies of Various Mechanical
Methods of Tamping and Equalizing Ballast, Including the Double Shifting of Machines.
This report was to have been presented by Mr. Claude Johnston, division engineer of the
Louisville & Nashville Railroad, but Mr. Johnston couldn't be here on account of a
threatened strike on his railroad, and, therefore, we will make no report.
Assignment 7 is Comparative Economy of Handling Maintenance of 'Way Gangs in
Trucks Versus Motor Cars, Including Economical Length of Haul, Collaborating with
the Purchases and Stores Division, AAR. No report is to be submitted on this subject.
Assignment 8 is Means of Increasing or Conserving Labor Supply for the Duration
of the Emergency, Advising the Secretary Currently of Recommendations or Practices
that Merit Emergency Publication by the AREA. No report will be submitted, and your
committee has requested the Board to withdraw this subject at the end of this year.
It is being withdrawn.
Mr. President, this concludes the report of Committee 22, and also concludes my
term as chairman of this committee. I would hke to introduce Mr. D. E. Rudisill, the
new chairman, and Mr. L. A. Loggins, the new vice chairman.
President Miller: Mr. Gammie, the Association greatly appreciated another year
of valuable work on the part of your committee under your direction, and we con-
gratulate you upon the leadership which you have brought to the work of the com-
mittee for the past three years.
We are happy to welcome Mr. Loggins as your new vice chairman, and Mr. Rudisill
as your new chairman. If Mr. Rudisill will please stand, I should like to present him
with a chairman's gavel as the symbol of his authority in the conduct of the committee's
work for the next three years.
Mr. Rudisill, the band on this gavel reads, "D. E. Rudisill, Chairman, Committee
22, 19SS-19S7."
D. E. Rudisill (Pennsylvania) : Thank you.
Discussion 111.5
President Miller: Thank you a^jain, Committee 22. You are excused, with the
thanks of the Association.
We will now hear from Committee 1 — Roadway and Ballast, of which Mr. B. H.
Crosland, assistant chief engineer, St. Louis- San Francisco Railway, is chairman. Will
Committee 1 please come to the platform ?
Discussion on Roadway and Ballast
(For rc])()rl, sec pp. 67/ 7.U.)
(President G. W. Miller presiding.)
Chairman B. H. Crosland (St. Louis-San Francisco) : Before starting the formal
presentation of this committee's report, I have a few brief announcements I would
like to make.
First of all, in January of this year, the members of this committee were shocked
and deeply grieved to hear of the death of a loyal member, C. D. Turley, who had not
only been a member of this committee a long time, but who had also been a member
of Committee 3. It is my understanding that Committee 3 will have more to say about
Mr. Turley, so I will not make any further remarks about him at this time.
Secondly, Mr. J. A. Noble, chief engineer of the Santa Fe at Amarillo, Tex., has
been our vice chairman, but for personal reasons he has requested that he be relieved
of those duties. We, of course, very reluctantly acceded to his desires. However, he told
us he would stay with the committee and help us out with our deliberations, which
makes it a little bit better.
The third announcement grows out oT that. Mr. A. P. Crosley, who, as I think
most of know, is engineer maintenance of way on the Reading, has been appointed vice
chairman to serve out the unexpired term of Mr. Noble.
The report of this committee appears in Bulletin 521, beginning on page 677.
Ordinarily, the chairmen of the subcommittees, in making their reports, will not again
refer to that Bulletin. Consequently, those of you who want to follow the reports should
make a note of the location of our reports now.
The reports will be presented to you generally in their proper sequence, except that
one of our subcommittee chairmen must leave in about IS or 20 min, so I am going
to put him on first, so he will not miss his obligation. The report of our Subcommittee 6,
introducing our speaker for today, will be held until the last.
This committee deals with 11 general assignments. We are particularly anxious to
have the support, the suggestions, the com.ments and the criticisms of all of the members
of the Association, and with that thought in mind, we would be very glad to have you
get up as these reports are rendered and offer any criticisms, comments or suggestions
that occur to you.
Subcommittee 1, dealing with Revision of Manual, will have no report at this
time, and we will jump down the line to Subcommittee 9, on Signs. The report of this
subcommittee will be presented to you by its chairman, Mr. J. E. Chubb, division
engineer, Pennsylvania Railroad.
Assignment 9 — Refiectorized Roadway Signs, Collaborating with Com-
mittee 9 and the Signal Section, AAR, was presented by Subcommittee Chairman
J. E. Chubb (Pennsylvania).
Mr. Chubb: Subcommittee 9 of Committee 1 has been assigned the subject of refiec-
torized signs. At the time of this assignment it was not deemed advisable presently to
1114 Roadway and Ballast
include a study of or recommendations for the kinds of roadway signs which should be
retlectorized. Accordingly, the committee's assignment for study and report has been
limited to types of reflectorized signs and methods of applying reflectorizing materials
to roadway signs.
This study has been made by your committee in collaboration with Committee 9 —
Highways, and to conform with related specifications of the Signal Section of the AAR.
The committee intends to continue its study during the present year.
Mr. President, this progress report, as published in the Bulletin, is presented as
information.
President Miller: Thank you, Mr. Chubb. This report will be so received. It is a
very timely one.
Chairman Crosland: The next report is by Subcommittee 2 on Physical Properties
of Earth Materials, to be presented by its chairman, Mr. R. R. Manion, chief engineer.
Great Northern Railway.
Assignment 2 — Physical Properties of Earth Materials: (a) Roadbed.
Load Capacity. Relation to Ballast. Allowable Pressures, (b) Structural
Foundation Beds, Collaborating with Committees 6 and 8, was presented by
Subcommittee Chairman R. R. Manion (Great Northern).
Mr. Manion: Last year your committee submitted under Assignment 2 (a) and
(b). Physical Properties of Earth Materials, new tentative material for publication in
the Manual to supersede the material now appearing there. It therefore now recommends
the withdrawal of the present Manual material, pages 1-1-38 to 1-1-44, incl., and the
substitution, under the same caption, of the- material which was published in Vol. SS,
1954, pages 616 to 628, incl.
I move that this material be adopted for publication in the Manual.
(The motion was regularly seconded.)
President Miller: Is there any discussion?
H. M. Booth (St. Louis-San Francisco) : The statement is made that clays are
usually very unstable in the presence of water, and should be avoided where possible.
I would like to know how this can be recognized as clay before we get into it.
Mr. Manion: Montmorillonite is a term applied to the general class of material
you will find in clays in certain territories. It goes under other names. In some locations
the best way, of course, or the most exact way, is to have it analyzed, and I think the
soils engineer would do this by determining the liquid limit of the material. The practical
railroader out in the field probably recognizes it. He ordinarily has lots of it where it
occurs generally in his roadbed, and it can be quickly recognized by the fact that it
swells when it absorbs moisture.
Does that answer your question, Mr. Booth?
Mr. Booth: Yes.
(The motion was put to a vote, and carried.)
Chairman Crosland: The next report is by Subcommittee 3 — Natural Waterways:
Prevention of Erosion, and will be presented by its chairman, Mr. L. H. Jentoft.
Assignment 3 — Natural Waterways : Prevention of Erosion, was presented
by Subcommittee Chairman L. H. Jentoft, engineer maintenance of way, Erie Railroad.
Mr. Jentoft: This is a progress report covering prevention of bank erosion in
natural waterways of the alluvial type by the use of steel jetties.
There are three different types of construction reported on. The results and benefits
of each are about the same.
Discussion 1115
These types of construction have been used extensively on the Santa Fe and other
western and southwestern railroads where this alluvial type of stream prevails to a large
degree. The Corps of Engineers of the U. S. Army and the Bureau of Reclamation have
also used and reported on these types of construction.
Photographs and sketches accompanying the report make it very easy to read
and understand. It is recommended that you read this report and familiarize yourself
with its contents as information.
I wish at this time to thank Chief Engineer Noble of the Western Lines of the
Santa Fe for his assistance in furnishing a great deal of the information that was so
valuable in preparing this report.
President Miller: Thank you, Mr. Jentoft.
Chairman Crosland: Subcommittee 4 — Culverts, will now present its report, which
will be given to you by its chairman, Mr. G. B. Harris, assistant engineer, Chesapeake &
Ohio Railway.
Assignment 4 — Culverts, (a) Conditions requiring head walls, wing
walls, inverts and aprons and requisites therefor, (b) Specifications for high-
pressure gas lines, (c) Methods for installing culverts inside of existing
culverts, was presented by Subcommittee Chairman G. B. Harris (Chesapeake & Ohio).
Mr. Harris: Subcommittee 4 reports this year on two of its three assignments,
(b) Specifications for high-pressure gas lines, and (c) Methods for installing culverts
inside existing culverts.
Last year the Association approved for publication in the Manual, Specifications for
Pipe Line Crossings Under Railway Tracks, Sec. A. For Flammable Substances. Under
its Assignment 4 (b), your committee has prepared a tentative Sec. B. For Non-
Flammable Substances, of the same specifications. This section is now presented for the
purpose of sohciting comments and criticism prior to submission in 1956 for adoption
and inclusion in the Manual in place of the current Sec. B. For Non-Flammable
Substances.
The specifications being presented this afternoon were first presented to the Associa-
tion in 1941 and have not been revised since that time until the present draft was pre-
pared. The principal changes have been made in order that Sec. B will conform, insofar
as is practical, with Sec. A, which was approved last year.
This is a progress report submitted as information.
President Mieler: It will be so received.
Mr. Harris: Under Assignment (c) Methods for Installing Culverts Inside Existing
Culverts, your committee, last year, presented a progress report as information. This
year, the same report, with slight editorial changes, is submitted for adoption and publica-
tion in the Manual.
Many old structures have been economically rehabilitated by lining with new culvert
material, and in many such cases it is possible to salvage the existing material. The
report deals with the methods of installing such linings, outlining the necessary requisites
for preliminary survey and study of the existing structure, and also describing the various
types of lining material, their proper selection, and methods of installing same. Finally,
the report covers in some detail the subject of backfilling, both materials used and
methods of placing.
It is planned to insert this material in Chapter 1 of the Manual at the end of Part
4 — Culverts.
Mr. President, I move that the report submitted under Assignment 4 (c) be adopted
lor publication in the Manual.
1116 Roadway and Ballast
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Harris: In 1953, Committee 1 recommended, and the Association approved,
the deletion of the adhesion test from the Specifications for Bituminous Coated Corrugated
Metal Pipe and Arches. It has now been brought to the attention of the committee that a
reference to this test still remains in the specifications in the last sentence on page
1-4-16. Inasmuch as prior approval of the Association has been given, we asume that
the secretary's office can take care of the necessary correction when issuing the 1955
Supplement to the Manual, without further action by the convention.
President Miller: That will be taken care of as an editorial change.
Mr. Harris: Mr. President, this concludes the report of Subcommittee 4.
President Miller: Thank you, Mr. Harris. That is a very complete report, and
I am sure the industry will benefit greatly by the new specifications Avhich this committee
has prepared.
Chairman Crosland: Subcommittee 7 — Tunnels, will not report at this time. How-
ever, we have been requested by several railroads to furnish specific information about
ventilation in long tunnels with diesel operation, and the subcommittee is assembling
material on that subject, and expects to have a progress report, or preliminary report,
for publication this year.
We now come to Subcommittee 8 — Fences. This report will be presented to you
by Subcommittee Chairman H. G. Johnson, assistant engineer, Chicago, Milwaukee,
St. Paul & Pacific Railroad.
Assignment 8 — Fences: Critical Review of All Methods of Preventing
Snow Drifts, was presented by Subcommittee Chairman H. G. Johnson (Milwaukee
Road) .
Mr. Johnson: Last year your committee presented as information, in Bulletin 514,
for the purpose of soliciting comments prior to submission for adoption and inclusion
in the Manual, a report consisting of three parts, namely;
Part 1 — Methods of Protecting Against Drifting Snow and Opening New Blockades.
Part 2 — Specifications for Wood-Slat Portable Snow Fences.
Part 3 — Methods of Protection Against Drifting Sand.
Mr. President, as no comments or criticism have been received, I move that all of the
material herewith presented be adopted and published in the Manual.
President Miller: Is there a second?
(The motion was regularly seconded.)
President Miller: Is there any discussion?
(The motion was put to a vote, and carried.)
Mr. Johnson: That concludes the report of this subcommittee.
President Miller: Thank you. I think it is purely coincidental that the man who
presented the material last year had the name, Johnson, and the man who presented it
this year also has the same name. They were two different people.
Chairman Crosland: The next subcommittee is No. 10 — Ballast. The report will
be rendered by its chairman, Mr. J. P. Datesman, engineer of track, Chicago & North
Western System.
Assignment 10 — Ballast, (a) Tests, (b) Ballasting Practices, (c) Spe-
cial Types of Ballast, was presented by Subcommittee Chairman J. P. Datesman
(Chicago and North Western).
Mr. Datesman: Your committee submits as information a report under assignment
(a) Tests, in two parts. I shall report first on Part 1.
Discussion 1117
In July 1954, test installations of 1 mile each of 3 different sizes of slag ballast were
made by the Chicago & North Western Railway in centralized traffic control territory
on its north, or No. 2, main line between Maple Park and Cortland, 111., which are
located approximately SO miles west of Chicago on the main line between Chicago and
Omaha, Xebr. Ballast was placed under new 115-lb rail that was welded into lengths
of 78 and 117 ft.
The installation was made to determine, under actual traffic conditions, which size
ballast would give the greater serviceable life. The three different sizes of ballast placed
were AREA No. 3, sizes 2 in to 1 in; AREA No. 4, sizes 1^4 in to ^ in; and AREA
No. 5, sizes 1 in to }i in.
Information pertaining to serviceable life, based on yearly observations, together
with necessary maintenance costs for each type of ballast in place, will be furnished to
this committee and collaborating Committee 22.
Part 2 is the second progress report on oscillator ballast test now in progress at the
Association of American Railroads Research Center. The tests were set up primarily to
determine the durabiHty and stability of various types and gradation of ballast material.
To date tests have been completed on four ballast materials consisting of crushed lime-
stone 154 in to 34 in nominal size; crushed air-cooled blast furnace slag V/2 in to % in
nominal size; gravel 41 percent crushed particles, corresponding to AREA Gradation
G-3 ; and chat ballast, which has 100 percent passing the l^^-in screen and 12 percent
passing the No. 4 screen.
Further details on these tests, of course, are outlined in Bulletin 521, but to date
the number of samples tested is not sufficient to permit any pertinent conclusions to be
drawn.
President Miller: Thank you, Mr. Datesman. Your report will be received as
information.
Chairm..\n Crosland: The next report is that on the Chemical Control of Vegetation,
by Subcommittee 11, which will be rendered to you by its chairman, Mr. C. E. Webb,
assistant engineer of tests, Southern Railway System.
Assignment 11 — Chemical Control of Vegetation, Collaborating with
Signal Section and Communication Section, AAR, was presented by Subcommit-
tee Chairman C. E. Webb (Southern).
Mr. Webb: The report on Assignment 11 — Chemical Control of Vegetation, is in two
parts. Part 1 is the fourth annual report on this project, which includes research at the
University of Iowa, University of Florida, and the University of Montana. Part 2 is the
second report of the field investigation on control of vegetation on various railroads by
the AAR research staff.
For the purpose of this investigation, the United States and Canada were tentatively
divided into seven sections, which were presumed to have approximately the same
climatic conditions and vegetation.
The objective, stated briefly, is to provide information on methods by which the
most weeds may be killed for the least money, recognizing the hazards that may be
inherent with a particular formulation. The solution to this, however, is not simple.
The varied types of vegetation and range in climatic conditions make it virtually certain
that there will not be any one chemical or formulation that will be satisfactory under all
conditions.
Although new chemicals offered to the railroads are investigated, the most important
phase of these investigations consists of determining the most advantageous manner in
which existing products may be used. Since, in many cases, there must be a compromise
1118 Roadway and Ballast
between desired results and the money available for control, it is hoped that the preceding
and subsequent reports may aid in the selection of the most effective weed control
program.
The following general observations may be made, based on this and previous reports:
(1) It appears that vegetation cannot be permanently eradicated, even by the
most expensive treatment.
(2) The importance of planning and proper application cannot be over emphasized.
A reduction of SO percent in weed control has been noted if the optimum
concentration of the chemical is reduced 20 percent.
(3) Postponement of weed control measures permits a build-up of vegetation, and
has indicated that continuous control may be cheaper than intermittent, as
well as more effective. In this connection, oils with specific characteristics at
low cost have shown considerable promise in vegetation control.
It is hoped that as this work continues specific recommendations may be made for
weed control in each of the seven sections in which the United States and Canada are
tentatively divided. These recommendations will be based on the predominate vegetation
appearing in these sections.
President Miller: Thank you, Mr. Webb.
I would like to point out to our audience that a considerable amount of effort has
been put forth recently on the part of suppliers to let us have different types of chemicals,
with combinations of letters and numbers, which make things rather confusing. This
subcommittee has done a lot of work on weed and brush control, and I think its efforts
certainly will be beneficial to the industry.
Chairman Crosland: Now we come to the report of Subcommittee 6, a special
study on roadway formation, and its protection. At the end of this subcommittee's
report we will have an address by our special speaker, which I am sure you will find
very interesting.
This report will now be rendered to you by the chairman of Subcommittee 6, Mr.
L. D. Shelkey, assistant to chief engineer, Bessemer & Lake Erie Railroad.
Assignment 6 — Roadway: Formation and Protection, (a) Roadbed
stabilization, (b) Construction and protection of roadbed across reservoir
areas; specifications, was presented by Subcommittee Chairman L. D. Shelkey (Bes-
semer & Lake Erie) .
Mr. Shelkey: This year, your committee reports on both of its assignments, with
the report on Assignment (a) being submitted in two parts designated as Part 1 and
Part 2. The entire report is submitted as information.
Part 1 presents pertinent tests and construction data, and some comparison of main-
tenance costs, on three line constructions. Two of the projects had moisture and com-
paction control, but no other soil engineering. The third project was built after a good
survey and test program permitted incorporation of soil engineering features. The two
projects required extreme maintenance, and stabilization is now being considered for the
other job.
Part 2 relates the history of an 11.5-mile construction for the period 1950 to 1954.
This construction had controlled compaction and moisture, with other soil engineering
factors, and its chief difficulty to date has been erosion of cut slopes. This report will
serve to show the value of slope erosion control.
Parts 1 and 2 were prepared under committee sponsorship by the research staff of
the Engineering Division, AAR. The work is part of the cooperative investigation of the
Address of J. E. Griffith 1119
Engineering Division and the Engineering Experiment Station of the University of
Illinois, under the direction of G. M. Magee, director of engineering research, AAR, and
R. B. Peck, research professor of soil mechanics of the university, and under the super-
vision of Rockwell Smith, research engineer roadway, AAR, who prepared Part 2 of
this report.
, The report on Construction and Protection of Roadbed Across Reservoir Areas is
a progress report. Your committee submitted the last of three preliminary reports on this
subject in 1950. Now, there is presented, for consideration and comment, a final report
on the various phases of this subject, with the intention that it be proposed as Manual
material in 1956.
Since the study on Construction and Protection of Roadbed Across Reservoir Areas
is quite involved, I believe that we can mutually agree that our limited time does not
permit any detailed discussion of this subject here.
The Southern Railway has been using extensively and effectively several methods
of roadbed stabilization. Your committee is pleased to have the privilege of presenting
to this Association an illustrated address by one who has an intimate knowledge of these
methods. Our speaker is Mr. J. E. Grifftth, assistant chief engineer maintenance of way
and structures of the Southern, and a member of Committee 14 of this Association, who
will address us on the subject, Sand Pile and Sand-Filled Blast Hole Methods of Roadbed
Stabilization.
Roadbed Stabilization on the Southern Railway
By J. E. Griffith
Assistant Chief Engineer Maintenance of Way and Structures,
Central Lines, Southern Railway System
Due to the fact that my territory covers only the Central Lines of the Southern
Railway System, it behooves me to limit my remarks to actual experience within that
territory. I am firmly convinced, however, that Central Lines is typical of the Southern
Railway System.
The first serious attempt in stabilizing roadbed by injecting sand into impervious
and unstable clay was made appro.ximately 10 years ago. Since that time we have tried
numerous methods of injecting the sand. The order in which these methods were tried
are as follows.
1. We used a standard on-track pile driver with a 12 by 12 -in spud which was
driven into the soft clay and as near to the bottom of the soft clay pocket as
practicable. This spud was then pulled and the hole filled with sand, forming
a sand column.
2. The next development employed the use of a 20-ton on-track locomotive crane
with leads attached to enable us to use a pile driver hammer in a method very
similar to the method using the standard pile driver.
3. This development employed the method of sand blasting which in reality
enabled us to create a chain of sand bulbs along the bottom of the unstabilized
section and out to a point either in the side ditch or on the side fill, so that
the water imponded in this area could be expelled by a principle similar to that
employed in a French drain.
4. Our fourth development employed the use of a 10-ton crawler crane with a
special boom and special leads which enabled us to use a pile driver hammer
1120
Roadway and Ballast
Slide 1.
operated by air furnished by the required number of air compressors and piped
from a convenient location for the air compressors to the actual operation of
sand column driving.
5. The fifth method used the same 10-ton crawler crane and leads, but eliminated
the standard pile driver hammer and the air compressors and substituted there-
for a diesel pile driver hammer.
6. The sixth and last development on the Southern Railway has been the employ-
ment of a crawler tractor with an earth auger mounted thereon.
These six developments have actually resulted in only" three types of roadbed
stabilization.
Rockwell Smith, research engineer roadway of the Association of American Rail-
roads, has kept in very close contact with our stabilization work and has agreed to assist
me in this presentation by the use of some slides. You will notice that they are in about
the same order as the steps of development which I have mentioned.
The first slide shows sand columns being formed by using the standard pile driver.
We use a double line or double-block arrangement for pulling the spud. This minimizes
the chance of inability to pull the spud, which would result in having to saw it off and
drive it down, and also reduces the damage to the clutch operating the hoist drum on
the pile line lead.
The next slide shows the use of the locomotive crane with the special leads we
Address of J . E. Griffith
1121
Slide 2.
designed and constructed. The method of driving and pulhng the spud is identical with
that of driving and pulling it with a pile driver. You will notice, however, that the
lower end of the leads have an offset in them. This offset enables us to drive a sand
column adjacent to the base of the rail on either side and minimizes the blocking.
SUde 3 illustrates how the sand bulbs are utilized to form a French drain. These
sand bulbs are formed by driving a steel spud and a pipe sleeve into the roadbed. The
steel spud is first pulled, leaving the pipe sleeve to prevent cave-ins. A charge of dynamite
is then placed in the bottom of the hole created by the spud and exploded, forming a
pocket. Additional dynamite is then placed in the pocket and the pocket completely filled
with dried sand. The dynamite is then exploded, thus enlarging the pocket and forcing
the sand into the clay and forming a bulb-like area. This operation is continued until
we are satisfied that the bulb is large enough.
By keeping records of the amount of sand put in these bulbs we are able to estimate
their size closely. The process is continued until a complete line of bulbs is formed across
the roadbed section. The time allotted me in this presentation does not permit giving
details of the various methods, so I will have to pass on to the next one.
Slide 4 shows the 10-ton crawler crane with the diesel pile driver hammer. In this
operation the spud is pulled at the same time the hammer is lifted.
Slide 5 shows the pattern we use with sand columns created by any of the pile
driving methods. You will notice that this slide shows the pattern will give you a 20
1122
Roadway and Ballast
Ong Ground Line'
TYPICAL FILL SECTION
Slide 3.
Slide 4.
percent treatment. We have found that the 20 percent treatment actually stabilizes the
roadbed and is the most economical one to use. We have also found that any treatment
under 20 percent does not give good stabilization and treatments higher than 20 percent
are not needed. We have cases where the roadbed was stabilized by using this treatment,
the track surfaced and the soft spots completely cured. These places have been in actual
use under heavy traffic, some of them for approximately 10 years, and they remain
stabihzed.
Address ofc J. E.Griffith
1123
20 7o Treatment
Average 2.8 Sand Colunnns per foot of track
Slide 5.
Slide 6 is nothing more than a plan to show the same method employed in multiple-
track territory. You will notice that the center line of sand columns between the two
tracks is common to both.
Slide 7 shows the pattern used in connection with the operation employing the
earth auger. The helix of this auger has a diameter of 24 in. You will notice that the
Hne of holes drilled nearest the end of the cross ties are battered or slanted so that the
center of the hole is approximately under the rail at a depth of 8 ft. This pattern requires
a total of 18 holes installed at the ends of the cross ties and 7 just outside of this line
1124
Roadway and Ba 1 last
Drive these two rows
against the outside
base of rail
Drive these two rows
against the inside
base of rail
6'- 6" 6-6" I 6-6" 6-6"
^'1^
"■HEI &
^ Roils
\
Roils -^
20% Mixture
= Holes shown thus - I2''x 12" timbers used in driving holes
Slide 6.
H
S
■7 Holes in this line
per 39' rail
18 rHoles in this line
per 39' rail
39
O O O O O O Q_ O
.OQQOQ.QQQQQOQQQPnQQQn
OOOOOOOQPOPOQPOQOO
OOOOOOOO
en 1 ,
TYPICAL SECTION
Slide 7.
Discussion 1125
sloped in the opposite direction, the result being that of an inverted "V". The same
operation is repeated on the opposite side of the track. My illustration shows the treat-
ment lor a 30-ft rail. This pattern gives an approximate 23 percent treatment which w*-
have found to be satisfactory.
It is important at this point that I explain how we arrive at the percentage of
treatment as I have given it. This can be done in a few words. The sand columns in the
pattern have a total area which is equal to 20 percent of the total treated area. I will
be most happy to explain to any of you on my own time the details of these methods.
On the Central Lines of the Southern Railway a very extensive survey was made
by all division engineers during 1950. In this survey they listed their soft spots and gave
a statement of how many times a week or month it was necessary to smooth them and
what it cost. By consolidating and averaging these statements and by adding the increased
labor costs effective between 1Q50 and 1954, we found that it was costing us $6.45 per
track foot for smoothing only. By using the same method, we find that the sand blasting
method costs $14.17 per bulb, or an average of $2.32 per foot of drain so constructed,
and that the methods of forming sand columns cost an average of $2.21 per track foot
so treated. You, therefore, can readily see that no one can justify the cost of continued
smoothing when the stabilization work can be done for approximately one-third of the
smoothing cost.
Chairman Crosland: Mr. Griffith, the committee thanks you very much for your
splendid presentation. I am sorry we didn't have more time to go into more details.
But we know whom to get hold of when we want to know.
Mr. President, this completes the report of Committee 1.
PREsroENT Miller: Mr. Crosland, in spite of a short allotment of time, your
committee has again presented a very fine group of reports. The Association always
looks forward to your committee's presenting some new, interesting material.
We appreciate the leadership that you bring to your committee, which I know is
stimulating and productive of its best results.
Your committee is now excused with the thanks of the Association.
Our next report will be from Committee 29— Waterproofing. The chairman of this
committee is Mr. T. M. von Sprecken, assistant to the chief engineer, Southern RaMway
System.
Mr. von Sprecken, will you and your committee please come forward?
Discussion on Waterproofing
(For report, see pp. 477-482.)
(President G. W. Miller presiding.)
Chairman T. M. von Sprecken (Southern) : Mr. President, fellow members and
guests: The report of Committee 29 — Waterproofing, is printed on pages 477 to 482, incl.,
of Bulletin 519 for December 1954. The committee was given three active assignments,
and we are making a report on two of them.
The report on Assignment 1 — Revision of Manual, will be given by Mr. Henry
Seitz, designing engineer of bridges and buildings, Baltimore & Ohio Railroad.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man Henry Seitz (Baltimore & Ohio).
Mr. Seitz: The Manual material of this committee was completely revised in 1953,
and at that time a section on Waterproofing Coatings to Prevent Concrete Deterioration
was added.
1126 Waterproof in
After careful review by the committee, it was decided that two articles of this new
specification required some clarification. The revisions as proposed are set forth in the
Bulletin, and the committee, by favorable letter ballot, recommends these changes.
I, therefore, move that Part 4 — Specifications for Waterproofing Coatings for Exposed
Concrete Surfaces, now appearmg the Manual on pages 29-4-1 to 29-4-S, incl., be
reapproved with these revisions.
(The motion was regularly seconded, was put to a vote, and carried.)
President Miller: Thank you, Mr. Seitz.
Chairman von Sprecken: The report on Assignment 2 — ^Waterproofing Materials
and Their Application to Railway Structures, will be given by Mr. Nelson Handsaker,
assistant bridge engineer of the Northern Pacific Railway.
Assignment 2 — WaterprooSng Materials and Their Application to Rail-
way Structures, Collaborating with Committees 6, 8 and /5, was presented by
Subcommittee Chairman Nelson Handsaker (Northern Pacific).
Mr. Handsaker: This report summarizes two separate investigations now in progress;
one on bitumens and the other on membranes. The former, being conducted under the
immediate direction of Mr. J. B. Blackburn at Purdue University, is approaching com-
pletion and we anticipate a final report next year. Our progress report states a few
tentative conclusions. After presenting the final report, our committee expects to prepare
improved specifications for bitumens which will be readily obtainable, effective and
durable.
The membrane tests are being conducted by Mr. P. D. Miesenhelder at the AAR
research laboratory. It was found necessary to redesign the testing methods formerly
used, and this has consumed a considerable part of the year's effort. Next year we may
have some findings on the bitumens, fabric, and number of plies for a good membrane
waterproofing. In study of the bitumens, the work will be coordinated with the work
at Purdue.
We are very much interested in examining membrane waterproofing which has
been in service for a number of years. Membrane waterproofing is not often uncovered,
and all Association members are urged to help us in this important phase of our work
by notifying the committee chairman, or Mr. Magee or Mr. Miesenhelder at the AAR
research laboratory, if there is to be an opportunity for such an examination.
If any of those present have any suggestions or questions, we will do our best to
answer the questions and profit by your remarks, either now or in writing at any time.
Mr. President, this report is presented as information.
Chairman von Sprecken: Work has continued on Assignment 3 — Waterproofing
Coatings to Prevent Concrete Deterioration, Collaborating with Committees 6 and 8,
but we have no report to make on this assignment at this time.
The fourth assignment, covering conservation of labor and materials, was dropped
during the year, and no report is made on it.
The research work at Purdue University under the direction of Mr. J. B. Blackburn,
and our committee member Prof. K. B. Woods, is progressing, and it is expected that
an informative report will be made next year on the results developed up to that time.
In addition to the regular committee work, the chairman of Committee 29 represents
the American Railway Engineering Association on Committee D-8 of the American
Society for Testing Materials. D-S is the committee on bituminous waterproofing and
roofing materials. During the past year I attended several of the committee meetings,
and I wish to report that the collaboration with that committee has been helpful to the
work of Committee 29.
Discussion 1127
It" the members of the Association have any' questions to ask regarding the report
or activities of the committees, I will be glad to try to answer them.
This meeting ends my term as chairman of this committee. It has taken a lot of
time and work, but it has been pleasant work. I wish to thank each and every member
of the committee for his loyal and effective support. I have had the finest cooperation
and support from the members, and I feel that with their help we have been able to
make delinite progress.
Our vice chairman, Mr. Seitz, has been a pillar of strength to me, and the sub-
committee chairmen have been especially helpful in developing our work.
I also wish to thank Mr. Howard and his staff for their help and advice.
We have been fortunate in the acquisition of several new members who will
strengthen the future work of the committee.
At this time I wish to introduce Mr. E. A. Johnson, assistant engineer of bridges,
Illinois Central Railroad, who is to be our new vice chairman. (Applause)
I now wish to introduce Mr. Henry Seitz, designing engineer of bridges and build-
ings, Baltimore & Ohio Railroad, who is being advanced from vice chairman to chair-
man. (Applause)
President Miller: Thank you, Mr. von Sprecken. Your committee continues to
carry on important work for the Association, effectively using research where necessary,
and your efforts are greatly appreciated.
On behalf of the Association I want to express, especially to you, our appreciation
for the work you have done during the past three years, and particularly your work
with Committee D-8, the ASTM committee, which I am sure must be beneficial to your
group.
If Mr. Seitz will stand, I would like to present him with a chairman's gavel for
his use in conducting the meetings of Committee 29 for the next three years. The band
on this gavel reads, "Henry Seitz, Chairman Committee 29, 195S-19S7." (Applause)
Mr. von Specken, your committee is excused, with the thanks of the Association.
The next committee to report is Committee 17 — Wood Preservation. The chairman
of this committee is Mr. A. J. Loom, general superintendent, timber preservation, North-
ern Pacific Railway. Mr. Loom, will you and your committee please come to the platform?
Discussion on Wood Preservation
(For report, see pp. 489-509.)
(President G. W. Miller presiding.)
Chairman A. J. Loom (Northern Pacific): This year's report of Committee 17—
Wood Preservation, was included in Bulletin 519, pages 489-509, incl. Our subcommittee
chairmen will report on each assignment.
Mr. C. S. Burt, assistant to vice president — purchases and stores, Illinois Central
Railroad, and chairman of Subcommittee 1 — Revision of Manual, \vill present the report
and recommendations of the committee.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man C. S. Burt (Illinois Central).
Mr. Burt: This committee has continued to follow quite carefully methods and
practices throughout the wood preserving industry with view to keeping our Manual
chapter up to date. While we have no specific recommendations for your consideration
at this time, we do call to your attention items now under study- — a& Hsted in the report.
1128 Wood Pieservation
We should like to have you review these matters, and if you have any questions or
comments, the committee will be happy to have an expression of your thoughts.
In addition to the items listed in the report, this committee is also giving considera-
tion to the development of volume correction tables for salt preservatives. It is our pur-
pose to progress this study to early decision.
Mr. chairman, the report is offered as one of progress, and is presented as information.
President Miller: Thank you, Mr. Burt. It will be so received.
Chairman Loom: Assignment 2 — Service Test Records of Treated Wood, will be
presented by Mr. R. P. Hughes, inspector, Atchison, Topeka & Santa Fe Railway.
Assignment 2 — Service Test Records of Treated Wood, was presented by
Subcommittee Chairman R. P. Hughes (Santa Fe) .
Mr. Hughes: Your committee submits a report of an experimental test of the
preservative value of high and low-residue creosote by the Barrett Division, Allied
Chemical & Dye Corporation, in connection with the School of Forestry, University of
Florida, and Eppinger & Russell Company, of Jacksonville, Fla.
It also reports on inspections of tests of creosoted cross ties in a 3-deg location
on the B&O Railroad.
It also reports on inspections of ties treated with straight creosote and ties treated
with a mixture of 50 percent creosote and 50 percent petroleum on the Great Northern
Railway.
This is a progress report, and is offered as information.
President Miller: Thank you, Mr. Hughes.
Chairman Loom: Mr. A. P. Richards is the chairman of Assignment 3 and also
Assignment 6. We are very sorry Mr. Richards couldn't be here. He is having an opera-
tion on his back.
I don't know that any comment is required on his reports, other than to say that
they are submitted as information. If anyone has any comments, we would like to
hear them.
Assignment 4 — Petroleum as Carrier or Extender of Creosote or Pentachlorophenol,
will be presented by Mr. B. J. Richards, chief chemist. Southern Railway System.
Assignment 4 — Petroleum as Carrier or Extender of Creosote or
Pentachlorophenol, was presented by Subcommittee Chairman B. J. Richards
(Southern).
Mr. Richards: This is a progress report, presented as information. No new devel-
opments have occurred in the creosote-petroleum field. However, this committee is
studying the possibility of writing a specification or classification for a petroleum product
suitable for blending with creosote to replace the present specification for petroleum for
blending with creosote as now published in the Manual, page 17-2-3.
This concludes the report.
President Miller: Thank you, Mr. Richards. Your report will be received as
information.
Chairman Loom: Assignment 5 — Destruction by Termites — Methods of Prevention,
will be presented by Subcommittee Chairman Mr. F. J. Fudge, timber engineer, New
York Central System.
Assignment 5 — Destruction by Termites — Methods of Prevention, Col-
laborating with Committees 6 and 7, was presented by Subcommittee Chairman
F. J. Fudge (New York Central), who read the report of the committee as printed in
the Bulletin.
Discussion 1129
President Miller: Thank you, Mr. Fudge.
Chairman Loom: Assignment 7 — Incising Forest Products, will be presented by
W. P. Arnold of the Koppers Company, subcommittee chairman.
Assignment 7 — Incising Forest Products, was presented by Subcommittee
Chairman W. P. Arnold (Koppers Company).
Mr. Arnold: Incised ties in the tests reported in the Bulletin continued to show a
decided advantage over unincised ties, both in the seasoning stacks and in track. These
tests will be continued and reported on from year to year.
The Boston & Maine Railroad has now been incising all cross ties for several years,
and continues to find it advantageous.
The Seaboard Air Line recently decided to incise its cross ties, and at least two
other major railroads are giving serious consideration to adopting that procedure.
President Miller: Mr. Arnold, by incising, do you mean pre-incising, before
treatment, or is that incising?
Mr. Arnold: The reference is to incising green ties as they are received at the
treating plant.
President Miller: Thank you.
Chairm.^n Loom: Any further comments?
Report on Assignment 8 — Effect on AREA Standards and Specifications of Any
Changes in Manufacturing Processes and Specifications for Creosote, Petroleum and Other
Products, will be presented by Mr. W. W. Barger, chief inspector, manager treating plants
department, Atchison, Topeka & Santa Fe Railway, subcommittee chairman.
Assignment 8 — Effect on AREA Standards and Specifications of any
Changes in Manufacturing Processes and Specifications for Creosote,
Petroleum and Other Products, was presented by Subcommittee Chairman W. W.
Barger (Santa Fe) .
Mr. Barger: This is a progress report. We haven't much to report, only that no new
developments or changes in manufacturing processes or specifications for creosote,
petroleum and other products have come to the attention of the committee during
the year.
The purpose of this committee is more or less to police these specifications and keep
them up to date.
President Miller: Thank you, Mr. Barger.
Chairman Loom: We have no report on Assignment 9 this year.
Assignment 10 — Artificial Seasoning of Forest Products Prior to Treatment. Mr.
Arnold is also chairman of this subcommittee.
Assignment 10 — Artificial Seasoning of Forest Products Prior to Treat-
ment, was presented by Subcommittee Chairman W. P. Arnold (Koppers Company).
Mr. Arnold: There is really nothing new to report, other than that which appears
in the Bulletin, showing the results obtained in drying poles, lumber and gum cross ties.
President Miller: Thank you, Mr. Arnold.
Chairman Loom: The Preservatives Survey, which has been an assignment of this
committee to revise at least every five or six years, was revised this year by Mr. M. F.
Jaeger, superintendent, Port Reading Creosoting Plant, Reading Company, who was
unable to be here at this meeting. That is printed in the Bulletin as information.
Mr. President, that concludes the report of Committee 17.
President Miller: Thank you, Mr. Loom. It is reasssuring to our Association to
know that vour committee is keeping an eye on all of these problems. You have again
1130 Buildings
presented a series of interesting and informative reports, which enhance our knowledge
with respect to wood preservation and its effectiveness under different conditions.
You are now excused, with the thanks of the Association.
Our last report today is that of Committee 6 — Buildings. The chairman of this
committee is Mr. O. W. Stephens, assistant to chief engineer — maintenance, Delaware &
Hudson Railroad. Mr. Stephens, will you and your committee please come to the
platform ?
Discussion on Buildings
(For report, see pp. 425-448.)
(President G. W. Miller presiding.)
Chairman O. W. Stephens (Delaware & Hudson) : Mr. President: Before pro-
ceeding with the presentation of the report of Committee 6 — Buildings, we wish to
express to the Association our regrets in losing a faithful member of our committee,
Mr. A. G. Dorland, who retired from active service with the Elgin, Joliet and Eastern
Railway in 1951, and is now being automatically dropped from the committee after
serving the allotted time following retirement.
Mr. Dorland has been a member of the Association for 30 years, becoming a Life
Member in 1952. During this period he was a member of Committee 23, Shops and
Locomotive Terminals, from 1929 to 1937; also Committee 29, Waterproofing, from 1943
to 1945. From 1938 to 1955 he was a member of Committee 6, serving as chairman from
1948 to 1950, and during all of this time he was very active in the committee work.
We surely will miss him.
The complete report of Committee 6, comprising five assignments, appears in Bul-
letin 518, pages 425 to 448, incl.
The first report. Revision of Manual, will be presented by Subcommittee Chairman
D. E. Perrine, assistant chief engineer, Chicago & Western Indiana Railroad.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man D. E. Perrine (Chicago & Western Indiana).
Mr. Perrine: The committee recommends that Specifications for Hot Asphalt Mastic
Floors, revised to include air-cooled blast furnace slag as an acceptable mineral aggregate,
be reapproved with revisions.
Mr. President, I move the adoption of this recommendation.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Perrine: The recommended changes under the heading "Excavation, Filling and
Backfilling" call for reapproval of the present material and the insertion of reference to
Physical Properties of Earth Materials appearing in Chapter 1 of the Manual. I move
that this recommendation be approved.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Perrine: After considerable work by a subcommittee and the entire committee,
it is recommended that the section on Iron and Steel be reapproved with revision in wind
load requirements, and I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
President Miller: Thank you, Mr. Perrine.
Chairman Stephens: The report on Assignment 2— Specifications for Railway Budd-
ings, will be presented by Subcommittee Chairman S. E. Kvenberg, assistant engineer,
Chicago, Milwaukee, St. Paul & Pacific.
Discussion 1131
Assignment 2 — Specifications for Railway Buildings, was presented by Sub-
committee Chairman S. E. Kvenberg (Milwaukee Road).
Mr. Kvenberg: Subcommittee 2 has been working on the assignment covering the
preparation of specifications for the application of asbestos cement products. To date
we have submitted for approval a specification covering roofing shingles, and also one
for siding, clapboard and shingles, and these specifications have been adopted as Manual
material.
We now submit for consideration, as Manual material, a specification for 4.2-in
pitch corrugated asbestos-cement siding and roofing sheets and their applications, which
was published in Bulletin 518, and which is also considered of sufficient general interest
to be Manual material.
Mr. President, I move that the Specification for 4.2-In Pitch Corrugated Asbestos-
Cement Siding and Roofing Sheets and Their Applications, as it appears in Bulletin 518,
be included in the Manual.
(The motion was regularly seconded, was put to a vote, and carried.)
Chairman Stephens: The report on Assignment 3 — Shop Facilities for Diesel Loco-
motives, will be presented by Subcommittee Chairman J. W. Hayes, architect, Great
Northern Railway.
Assignment 3 — Shop Facilities for Diesel Locomotives, Collaborating
with Electrical Section, AAR, Committee 12, and Fire Protection and Insur-
rance Section, AAR, Committee 2, was presented by Subcommittee Chairman J. W.
Hayes (Great Northern) .
Mr. Hayes: The report on Assignment 3 — Shop Facilities for Diesel Locomotives,
Collaborating with Electrical Section, AAR, Committee 12, and Fire Protection and Insur-
ance Section, AAR, Committee 2, is presented as information only, looking forward to
submitting this material for adoption and inclusion in the Manual one year hence,
subject to revision by solicitation from the membership.
I wonder how many of you know the number of diesel shops we have in the United
States and Canada at this time. Recent surveys disclose that over 600 new and con-
verted shops have been built since the first diesel streamliner was put into service 21 years
ago this coming Armistice Day by the CB&Q Railroad, and running between Kansas
City, Omaha, and Lincoln, known as the "Pioneer Zephyr".
A word about the architecture of these new buildings. Architecture is the pure art
of form, reflecting a philosophy of life. Buildings are cracker boxes, shoe boxes, chicken
brooder structures without ornamentation or decoration. Modern philosophers parallel
modern architectural design to present-day manners without courtesy in our busy, modern
business world. So much for that thought.
The more than 600 shops located on 140 railroads can be divided into four classes:
1. Heavy repair shops, where engine overhaul, truck and wheel work is done by
the use of large cranes and drop tables. These shops average 2.5 per first class
railroad.
2. Running repair shops, where inspection and servicing are carried out in de-
pressed floor areas, pits, and on elevated platforms. The number of these
running repair shops averages 8 per first class railroad.
3. Electrical truck shops for commutator work, component inspection, and clean-
ing average 4 per railroad, whereas major electrical overhaul points, including
rewinding, average 0.8 shop per first class railroad.
1132 Buildings
4. Overnight housing facilities, which include one, two, three, or four-stall shelter
houses for road switcher overnight or week-end storage: Minimum of repair
work is done at these locations. Average is 3 per first class railroad.
The need for repairing and servicing diesel locomotives is clearly indicated because
of the fact that there are 17,126 locomotives, or 23,757 diesel units, comprising more
than 20,000,000 hp, in service. There have been various schools of thought as to what
facilities and processes are necessary for the proper repair and servicing of the different
diesel units. Although they vary considerably, they are similar in many respects.
Generally, a diesel repair shop comprises a semi-fireproof structure, either new and
specifically designed for the purpose, or an existing brick and frame building converted
for the purpose into which diesel units are brought for heavy repairs or periodic main-
tenance. This new facility will permit dismantling many old enginehouse stalls, since
one 3-unit diesel has been known to replace 10 old steam locomotives.
When planning a new diesel shop it is preferable to select a longitudinal-shaped
building equipped with through tracks or stub tracks, or a combination of both. The
size and arrangement of a shop and the number of tracks, as well as equipment, differ
on each railroad, depending to some extent on the number of diesel units in service and
the policy of the particular railroad.
At the present time the trend in many instances is to consolidate the various shop
and repair processes used in conjunction with the heavy repairing and servicing of diesel
locomotives in one large building, and it may be expected there will be found within
the diesel shop space for machine shop, electrical shop, wheel shop, engine shop, steam
generator, boiler shop, tin, pipe, air brake, welding, truck, battery, filter cleaning, store
room, lube oil storage, parts reconditioning and parts cleaning room, oil reclamation
facilities, tool room, and office, complete with lunch, locker and toilet facilities.
Where economy in the initial investment makes it necessary to use existing frame
buildings, these should be provided with reinforced concrete floors and platforms, and the
superstructure should be coated with iire-retardant paint. Roofs should be protected from
fires by use of metal jacks and incombustible baffles.
A new large shop must be designed to include overhead cranes, jib cranes, drop
tables with release track and wheel storage tunnel, body holding devices, wheel truing
machines, and other equipment to facilitate the work on diesel units. Track centers should
vary between 18 and 26 ft, and release track centers should be about 23 ft on centers.
Buildings should be constructed on piling where required. Footings, foundation walls,
servicing and inspection pits, floors, and elevated working platforms should be con-
structed of reinforced concrete. Walls should be designed using either reinforced concrete,
brick, cement blocks, or asbestos cement. Structural steel should be used in the walls to
support roof trusses and cranes. Generous use of steel and aluminum windows should
be made, along with glass blocks and corrugated glass. Track doors should be motor-
operated rolling doors. The roof should be composed of steel purlins with a fireproof
deck, if possible.
Fresh air heating units should be provided at a low level in the shop area to heat
the building and replenish oxygen used by diesels, as well as dilute the gasses created
by units operating in the shop. Overhead exhaust ducts should be installed when possible.
However, when overhead cranes restrict the use of hoods, exhaust fans should be placed
in roof to obtain proper air changes as required by State Industrial Codes. Proper light-
ing fixtures of 30 to SO foot-candles should be installed and the painting color scheme
should use pastel colors to obtain the greatest amount of light reflection.
Discussion 1133
A word may be said in connection with housing for road switchers. Metal buildings
are available in a wide range of sizes, with almost complete freedom in the placement of
windows and doors. If desired, buildings can be moved to new sites. These buildings
are noted for their weather tightness, strength, and durability. They are fire resistant
and can be erected quickly by company forces. Such buildings are available in both
the United States and Canada.
The engineering departments of many railroads have contributed greatly to the good
reputation of proper diesel shops throughout the country. Therefore, it is to those railroads
that your committee has turned for the ideas and facts set forth in its 1955 report.
President Miller: I expect that your report has received a lot of discussion, favor-
able, and perhaps otherwise, from all departments of the railroads. Personally, I feel
that your report is probably one of the most important that has been presented by your
committee for many years. We certainly don't want to overlook any features that may
be of benefit to the Association.
Mr. Hayes: I might say one word in connection with the 600 shops that I mentioned.
These are both new shops and converted shops, in both Canada and the United States.
Those statistics were taken from recent publications, and are correct.
President Miller: Thank you very much, Mr. Hayes.
If there is any discussion, I would certainly be willing to stay here a long time,
in order that we might get the maximum information for the benefit of the Association.
Chairman Stephens: The report on Assignment 4 — Wind Loading for Railway
Building Structures, will be presented by the Subcommittee Chairman C. E. Defendorf,
architect, New York Central, Chicago.
Assignment 4 — Wind Loading for Railway Building Structures, was pre-
sented by Subcommittee Chairman C. E. Defendorf (New York Central) .
Mr. Defendorf: In order to provide the Manual with more accurate and complete
information for wind load considerations for the design of railway building structures.
Subcommittee 4 investigated the important aspects of the problem and concluded that
the recommendations made by the American Standards Association Sectional Committee
A 58 were acceptable.
This subcommittee, in conjunction with the AAR, investigated the building code
wind requirements of numerous cities throughout the United States, as well as the values
of several national building codes, and found that there are many inconsistencies, and
that most code values appear to be the result of uncritical copying of requirements found
in model codes, with little or no attempt to adjust them to local conditions. Some code
values are, no doubt, the result of extended study, but the basis for their determination
is not clear.
While it was the desire of the committee to determine wind load values that were
based upon accepted engineering principles, it became more apparent as the studies
progressed that extensive tests, analyses and research would be necessary, and that the
cost and time involved would be very great.
A review of the wind load recommendations of the American Standards Association,
Sectional Committee A 58, indicated that the values are based upon 42 years of weather
bureau data from 140 stations throughout the United States, and that there was a tech-
nical approach in determining the wind loading values.
In order to investigate the detailed analyses applied as a basis for the ASA recom-
mendations, we met with their representatives and found that their wind loading values
were based upon accepted engineering formulas and conservative assumptions where
1134 Buildings
actual conditions were unknown. Such unknown conditions include the effect of wind
gusts and the effect of wind on various shapes and heights of structures. As funds become
available to the ASA they plan to make further tests to obtain accurate data in con-
nection with these unknown factors.
It was concluded that the ASA wind load values are the best available since the>
cover the entire country and are founded on weather bureau data and sound engineering
procedure.
Accordingly, the committee is recommending that the Manual be revised to include
the following paragraph:
"Wind load requirements shall be based upon the current American Standards
Association recommendations for minimum wind load requirements."
President Miller: Mr. Defendorf, is this a Manual revision?
Mr. Deifendorf: Yes.
President Miller: It's quite clear now. This recommendation has already been
voted on under another assignment. Thank you, Mr. Defendorf.
Chairman Stephens: Our final report, on Assignment 9 — Air Conditioning, will be
presented by Subcommittee Chairman J. W. Gwyn.
Assignment 9 — Air Conditioning, Collaborating with Electrical Section,
AAR, Committee 12, was presented by Subcommittee Chairman J. W. Gwyn, assistant
engineer, Missouri Pacific Lines.
Mr. Gwyn; Any information for railroad professional engineers which might discuss
methods of air conditioning railroad office buildings must necessarily be very general.
For a project of this size, the final design and construction supervision should be under
the direction of a competent heating and ventilating specialist.
Six general methods may be followed for air conditioning railroad buildings:
1. Direct expansion mechanical refrigeration.
2. Indirect mechanical refrigeration.
3. Chilled water cooling from natural sources.
4. Evaporative cooHng.
5. Steam jet vacuum cooling.
6. Adsorption cooling.
Direct expansion mechanical refrigeration is the most often found to be desirable.
Direct expansion refrigeration is accomplished in one of four general ways.
A. Air distribution on a zoned basis.
B. Refrigerant distributed to expansion coils located in each zone.
C. Cooling water distributed to "Package type" air conditioners in each zone.
D. Window type air conditioners.
Indirect mechanical refrigeration is usually accomplished by circulating chilled water.
Except in larger installations it is prohibitively expensive, but when the cooling load
reaches 200 or 300 tons, the cost tends to become about equal to that of direct expansion
refrigeration.
Cooling by chilled water from natural sources is an easy and very satisfactory method
wherever nature can provide an abundant supply of cold Water from springs, wells, or
streams. The possibility of using naturally cold water should not be overlooked.
Evaporative cooling is the air conditioning for desert and semi-desert country. It is
Discussion 1135
accomplished by passing air through a water spray or water saturated, looselx packed
material. The dry air in picking up water vapor loses "sensible heat" and becomes moist
air at a lower temperature.
Steam jet cooling has been infrequently installed in recent years. Its usefulness
depends upon the presence of cheap and abundant steam, such as might be found around
a boiler washout plant. In principle it depends upon water boiling in a vacuum at low
temperature, and thus loosing its latent heat. The vacuum to so reduce this boiling point
is produced by a steam jet.
Adsorption cooling operates upon the same principle as that used by a well known
make of gas refrigerator. Adsorption cooling has a high initial cost and is most feasible
where cheap natural gas or cheap steam occur. Its operation is accomplished without
the use of moving parts and by a heat transfer process, along with the use of a lithium
bromide water solution and a fractional distillation process under two different stages
of vacuum.
Though my discussion may not havt covered every method of air conditioning a
railroad office building, it does outline a variety of ways that a given building (or build-
ings) might be air conditioned. Economic, esthetic and operational considerations should
govern the final choice of air conditioning, but this description of various air conditioning
methods may prove helpful in a preliminary selection of equipment.
This is a final report, submitted as information.
President Miller: Thank you. It will be so received.
Chairman Stephens: This concludes the report of Committee 6. I v/ish to thank
the members of the committee for their splendid assistance during my first year as
chairman.
President Mh-Ler: Thank you, Mr. Stephens. The work of your committee covers
quite a broad field, and it is certainly evident from the reports that you have sub-
mitted each year that the committee is equal to the task.
This is our final report today.
I w'ould just like to remark that our registration up to about four o'clock has
exceeded any registrations we have ever had before at an_\' of our conventions. The official
figures will be out in the morning.
When this meeting recesses, we will reassemble tomorrow morning at 9 o'clock in
the Grand Ballroom.
Mr. Stephens, your committee is now excused wdth the thanks of the Association,
and this meeting is now recessed.
(The meeting recessed at .v25 o'clock.)
Morning Session — March 17, 1955
(The meeting reconvened at 9 o'clock in the Grand Ballroom, President Miller
presiding.)
PREsroENT Miller: Will the meeting please come to order? We begin the closing
session of our convention this morning with a report from Committee 3 — Ties, of which
Mr. P. D. Brentlinger, forester, Pennsylvania Railroad, is chairman.
1136 Ties ^
Discussion on Ties
(Kor report, sec pp. 471 475.)
President G. W. Miller presiding.)
Chairman Brentlinger: Before proceeding with the presentation of our formal
report, I want to call attention to the recent death of one of our long-time valued
members — Mr. C. D. Turley. A suitable memoir will be presented in the report of the
convention Proceedings.
MEMOIR
C. B. tKudep
It is with genuine regret that Committee 3, Ties, records the passing on January 27,
195S, of Charles Dalton Turley, one of its most beloved members.
Mr. Turley was born on January 28, 1886, and was graduated from Purdue Univer-
sity in 1911 with a Bachelor of Science degree in Civil Engineering.
He was employed by the Illinois Central Railroad as a masonry inspector in the
bridge department immediately after graduation, and with the exception of one year
when employed by the Caterpillar Tractor Company, worked continuously for the Illinois
Central in various engineering capacities until his passing on January 27, 1955, one day
before his 69th birthday.
Mr. Turley became a member of the AREA in 1934. He was a member of Committee
3 — Ties, from 1936 until the time of his death, serving as chairman of the committee in
1947, 1948 and 1949. From 1947 until the time of his death, Mr. Turley was one of the
AREA Committee 3 representatives on the Association of American Railroads and the
National Lumber Manufacturers Association Research Project on improving the service
life of cross ties. He also served on AREA Committee 1 — Roadway and Ballast, from
1941 until the time of his death.
He was a member of the American Wood-Preservers' Association and The Railway
Tie Association.
Mr. Turley developed a wide circle of admiring friends in his professional and rail-
road activities. He was held in high esteem by all those who knew him and had been
associated with him. He always stood for the highest Christian ideas and was recognized
by his associates as a conscientious and loyal employee of the railroad he loved and
served for 42 years.
He joined the Young Men's Class, predecessor of the Howson Fellowship Bible Class,
of the Woodlawn Methodist Church near the end of 1915 and was active in the class
and church.
He will long be remembered for his knowledge, judgment, counsel, and friendship,
which will be greatly missed during the years ahead.
P. D. Brentlinger
H. R. Duncan
Clarence S. Burt
Chairman Brentlinger: The first report of Committee 3 is on Assignment 1 —
Revision of Manual. Mr. L. P. Drew, assistant chief engineer. Union Pacific, will report.
Assignment 1 — Revision oi Manual, was presented by Subcommittee Chair-
man L. P. Drew (Union Pacific).
Mr. Drew: The report as published is a progress report, for information.
Discussion 1137
In reviewing Manual material, your committee found that all of the material in its
chapter is up to date except for that portion of the Specifications for Devices to Control
the Splittini; of Wood Ties. This material should be revised and brought up to date,
but your committee feels that a definite recommendation cannot be made at this time,
as we wish to withhold such until the report on our Assignment 8 — End Splitting of
Hardwood Ties, has been completed. Therefore, the information submitted is a report
of progress only.
Chairman Brentlinger: Thank you, Mr. Drew.
Our next report will be on Assignment 2 — Extent of Adherence to Specifications, of
which I am chairman.
Assignment 2 — Extent of Adherence to Specifications, was presented by
Committee Chairman P. D. Brentlinger (Pennsylvania).
Chairman Brentlinger: Members of Committee 3 continued their spring and fall
inspections of stocks of ties stored by railroads for seasoning.
It is apparent that most railroads are inspecting ties on specifications patterned
after the AREA Specifications for Cross and Switch Ties. Close adherence to the specifica-
tions will result in maximum tie life. Therefore, in view of the present decrease, or com-
plete cessation of tie purchases, railroads should continue buying only properly sized
ties, free of decay and strength-impairing defects, when stocks will be replenished. In the
event the demand for ties increases rapidly, railroads should refrain from accepting
non-standard ties in order to replenish depleted stocks quickly.
President Miller: Thank you, Mr. Brentlinger.
Chairman Brentlinger: Assignment 4 — Tie Renewals and Costs per Mile of Main-
tained Track, will be reported on by Mr. L. W. Kistler, tie and timber agent, St. Louis-
San Francisco Railway. This report was presented during one of the summer bulletins
(see page 215 these Proceedings) but since the subject is important to everyone, Mr.
Kistler will have some additional remarks to make at this time.
Assignment 4 — Tie Renewals and Costs per Mile of Maintained Track.
was presented by Subcommittee Chairman L. W. Kistler (St. Louis-San Francisco).
Mr. Kistler: Some of the more interesting phases of these annual statistics are:
In 1953, although cross tie insertions were 2.7 percent, or 808,864, less than in
1952, the unit cost per tie laid in track increased 11 cents each, or 3.38 percent. This
increase in unit cost more than offset the decreased insertions, causing the average renewal
cost of ties per mile of maintained track to increase $4, or to $300 per mile.
Thus, to pay for the annual cross tie insertions (arbitrarily assuming 1 cent per ton
mile revenue) would require the daily movement of 2 cars of 41 tons payload each
over every maintained mile of track in the country.
For a number of years the quantity of ties inserted per mile annually has been less
than the five-year coverage for that year, indicating an increasing service life from ties
in track. However, in 1953 these figures were the same, or 90 ties per mile, representing
an average life of 33.5 years. One might conclude that this is about the average we can
expect. However, your attention is called to the variations in the eight regions.
The five-year average number of ties inserted per mile for the New England and
Central-Western regions were 66 and 70, respectively, whereas, for the Southwestern and
Southern region these averages were 121 and 128, respectively.
The average estimated .service life for the New England region is over 4.S years, and
for the Southern region is not quite 24 years.
1138 Ties
It will be of interest to note in future reports if these regional differences are
gradually reduced to the minimum.
PREsroENT Miller: Thank you, Mr. Kistler.
Chairman Brentlinger: Assignment 6 — Bituminous Coating of Ties for Protection
From the Elements, will be presented by Mr. E. F. Snyder, assistant to chief engineer,
Illinois Central Railroad.
Assignment 6 — Bituminous Coating of Ties for Protection From the
Elements, was presented by Subcommittee Chairman E. F. Snyder (Illinois Central).
Mr. Snyder: The only prior report of this subcommitee summarizes the replies re-
ceived from 54 railroads in answer to a questionnaire asking what their experience has
been with bituminous tie coatings, the extent of the applications, and their opinion as to
benefits to be derived from this practice. This information was published in the 1953
Proceedings. The returns from the questionnaire indicated a number of railroads had
established tests and believed that coating ties in track would be helpful in reducing
weather checking and splitting. None of the railroads were able to evaluate the benefits
of the protection because sufficient time had not elapsed to indicate their value.
Your subcommittee believes that it can best serve the Association at this time by
providing a summary and index of the findings of the AREA committees and others
who have reported on the subject, so this information may have a reference source under
the proper committee. This is the object of the 1955 Report.
Most of the tie-coating tests have been made since 1948, and your subcommittee
believes that by the end of this year the earlier coating applications will have demon-
strated their value. This information, together with that from laboratory tests now in
progress, will make the next report a most interesting and informative one. The present
report is submitted as information.
President Miller: Are there any questions?
Mr. Snyder, I note that your report makes no reference to what economies might
be derived. Do I understand that your committee is reporting only on the specification
and the type of material, and that the question of what results or economies might be
derived is being handled by another committee, or will you report on that, too ?
Mr. Snyder: We will report on that at a later date. Most of the appilcations thus
far have been experimental; in fact, all of them have. Very little out-of-face work has
been done, and for that reason we have no information on the subject. However, we
hope to develop this information for our next report.
President Miller: Thank you.
Chairman Brentlinger: I might add further, in connection with coatings for ties,
that there has been a lot of published information along the lines Mr. Miller was asking
about — the expected economies. Some thought has been expressed that the Hfe of tie
coatings might be limited to four or five years. The committee isn't entirely in accord
with that at the moment, because the tests that have been reported on are rather small
and the number of ties included might not reflect the true economies. Therefore, we are
going to continue to progress this subject.
One specification is in draft form, and if it proves economical, and if this committee
wants to recommend coatings to the Association later, we expect to present a tie coating
specification.
Assignment 7 — Causes Leading to the Removal of Ties; Mr. L. C. Col-
lister, superintendent treating plant, Santa Fe Railroad, is chairman. Mr. Collister says
progress and study, but no report.
Discussion 1139
Assignment 8 is another very important subject to the railroads — End Splitting
of Hardwood Ties. This report will be presented by Mr. A. K. Frost, assistant to chief
engineer maintenance of way, Erie Railroad.
Assignment 8 — End Splitting of Hardwood Ties, was presented by Subcom-
mittee Chairman A. K. Frost (Erie).
Mr. Frost: Considerable work has been done under similar assignments, particularly
during the years 1940 to 1950, and subsequently under an assignment collaborating with
Committee 5 and National Lumber Manufacturers Association.
It is intended that our present assignment will supplement the previous work, and
to that end some progress has been made this past year. No detailed report is to be made
at this time.
President Miller: Thank you, Mr. Frost.
Chairman Brentlinger: Mr. Magee is typical of American railroads — he's just
now getting here. (Laughter)
The report on Assignment 5 of the committee is a joint research project between
the AAR and the NLMA. We have had annual reports from Mr. Magee, as director of
research of the Engineering Division, on this project, and he will report at this time on
what has happened up to now in tie research and maximum tie life.
Progress in Tie Research Program
By G. M. Magee
Director of Engineering Research, Engineering Division, AAR
This is the seventh year of the joint research investigation between the National
Lumber Manufacturers Association and the Association of American Railroads, having
as its objective improving the service life of cross ties. The work has consisted principally
of an endeavor to determine means of preventing checking and sphtting of ties. Research
to prevent or control tie plate cutting, including studies of tie plate design, tie plate
fastenings and tie pads, etc., has been carried on by the Research Center staff of
the AAR.
The important phase of the work in the joint investigation during the past year
has been to progress further the combined seasoning and treating process in order to
season green ties without splitting and checking. Since most of the checking and splitting
in ties develops during the seasoning period, it can only be prevented by obtaining the
ties when they are green and seasoning and treating them in some fashion to prevent its
development.
The combined seasoning and treating process consists of vaporizing the water in
green ties by boiling them in a mixture of creosote, creosote-coal tar, or creosote-
petroleum to which has been added the necessary amount of glycol. Glycol R now being
used is a comparatively inexpensive by-product resulting from the manufacture of
ethylene glycol and contains approximately 82 percent diethylene glycol and 18 percent
triethylene glycol. Laboratory experiments have indicated that glycol significantly reduces
wood shrinkage as the water leaves the cell walls of the wood, although it does not
eliminate shrinkage completely.
The process consists of placing the green ties in a creosoting cylinder and nearly
filling the cylinder with a preservative solution containing glycol. The temperature is
brought to 260 to 300 deg F. At this temperature the water in the wood cells is in effect
boiled away until the moisture content has been reduced the desired amount. At this
1140 Ties
time boiling is discontinued and the creosote glycol solution is withdrawn from Ihv
treating cylinder, which is refilled with the glycol-free creosote solution. The ties arc
then pressure treated in the usual manner with the amount of preservative required,
which, because of its cost, is a significant factor in the economical use of this process.
An important development was the discovery that whereas 13 percent of glycol was
required in the creosote treating mixture for the initial charge which would satisfactorily
season red oak ties, satisfactory seasoning could be obtained by adding a much smaller
quantity of glycol to the solution to replenish the glycol content for successive charges.
For example, in one series in the experimental cylinder the initial charge contained 60 lb
of glycol R and 400 lb of creosote-coal tar solution. To each succeeding charge only
4 lb of glycol R was added. In a series of 16 successive charges this glycol addition was
found to provide satisfactory seasoning treatment, which gave indication that the amount
of glycol R required to satisfactorily season a 7-in by 9-in by 8^-ft red oak cro.ss tie
is 4 lb. It was found that an initial concentration of glycol R of 20 percent was required
to satisfactorily season red gum ties. Successive charges of red gum have not yet been
tried to determine whether the amount of glycol can also be substantially reduced with
satisfactory results as was found possible with the red oak. Some initial runs indicated
that soft maple and jack pine ties can be satisfactorily seasoned by the combined
seasoning and treating process.
Another important phase of the joint research has been the evaluation of tie coatings
in the exposure tests at the Teco Laboratory. A total of 34 coatings have been inves-
tigated to date. New coatings have been added to the test from time to time, the first
coatings included having now been in service somewhat over S years. These exposure
tests have indicated that tie coatings which adhere to the tie materially reduce checking
and splitting. However, the best coatings included in this test appear to have a maximum
fully effective life of about S years. Coating failures are due to weathering off of the
coating and loss of plasticity resulting in breakage of the coating. Bituminous coatings
with fiber or mineral fillers are more effective in minimizing checks and splits in these
exposure tests than were unfilled compounds.
Rolling-load tests have been continued at the Teco Laboratory to determine whether
the compressive strength of the ties has been substantially reduced by the elevated tem-
perature required for the combined seasoning and treating process. Although sufficient
rolling-load tests have not yet been completed for conclusive results, the indications in
general are that the strength of the tie fibers has not been unduly affected by the tem-
peratures required.
Some preliminary work was undertaken at the laboratory on toughening the tie plate
area, making use of new resins now available. Three types of resins were tried on small
wood specimens, and the results indicated that one of the three resins — Butvar B-76 —
sufficiently increased the toughness of red oak wood to warrant further studies.
Consideration is being given to additional service test installations of tie inserts,
and for this purpose two hundred 9-in by 16-in tie inserts were made at the Teco Labora-
tory, using birch, hickory, hard maple and black gum. Some were made of solid wood,
others were edge glued, still others were flat laminated and some were assembled with
metal dowels without any adhesive. It is hoped to get these installed for service observa-
tion during 1955. During last year the installation was completed of 120 laminated ties
in track on the Pennsylvania Railroad main line just east of Altoona, Pa. This is a
service test installation, and several years of traffic will be required to determine much
information of value on the performance of laminated ties under actual track conditions.
An inspection was made by the Teco staff of the 468 ties treated by the combined
Discussion 1141
seasoning and treating process at Albuquerque and installed in the main line of the
Santa Fe Raihoad near Emporia, Kans. These ties have now been in track approximately
2 years and are giving very good service without showing any signs of mechanical
deterioration. Many of the ties have exuded a coating forming a protective covering over
the top of the tie.
The Pennsylvania Railroad is negotiating for an experimental treatment of several
thousand ties by the combined seasoning and treating process in a commercial plant,
and if this can be completed, as now appears possible, it will be of material a.ssistance
and develop very valuable information with respect to the practicality of the combined
seasoning and treating process.
President Miller: Thank you, Mr. Magee.
Chairman Brentlinger: Mr. President, this concludes the report of Committee .^,
and also concludes my term as chairman of Committee .'>. At this time I would like to
introduce our new vice chairman for next year, Mr. L. P. Drew, assistant chief engineer
of the Union Pacific Railroad. (Applause)
Succeeding me is Mr. L. C. Collister, who has served three years as vice chairman.
.\t the conclusion of this meeting he will be the new chairman of Committee 3 — Ties.
(Applause)
President Miller: Thank you, Mr. Brentlinger, and your committee, for another
splendid report. We appreciate the fine work which has been carried out by your com-
mittee over the past three years under your direction, and we welcome Mr. Drew as the
new vice chairman and Mr. Collister as the new chairman.
If Mr. Collister will stand, I would Hke to present him with a chairman's gavel
which will be his symbol of authority as chairman of the committee for the next three
years. Mr. Collister, this gavel reads, "L. C. Collister, Chairman, Committee 3, 1955-
1957."
Mr. Brentlinger, your committee is now excused, with the thanks of the Association.
The next committee to report is Committee 5 — Track, of which Mr. L. L. Adams,
chief engineer, Louisville & Nashville Railroad, is chairman. Unfortunately, due to the
threat of a strike among the non-operating employees on the L&N, it has not been
possible for Mr. Adams to attend our convention this year. In his absence the report
of Committee 5 will be presented under the direction of Vice Chairman W. E. Cornell,
engineer of track. New York, Chicago &• St. Louis Railroad.
Discussion on Track
(For report, sec pp. 7.3.V888.')
(President W. G. Miller presiding.)
Vice Chairman W. K. Cornell (New York, Chicago & St. Louis): Your com-
mittee reports the death during the year of two of our members— Mr. R. E. Miller, chief
engineer of the Frog and Switch department of the Bethlehem Steel Company, who died
July 4, 1954; and Mr. W. N. Myers, division engineer, Pennsylvania Railroad, who died
February 1, 1955; and one of our Members Emeritus — Mr. C. T. Jackson, retired chief
engineer, Milwaukee Road, who died February 4, 1955. The memoir for Mr. Miller has
been prepared and appears as a part of our advance report. The memoir for Messrs.
Myers and Jackson will appear in the convention Proceedings.
1142 Track
MEMOIR
MliUiam i^elgon Hlpers;
William Nelson Myers, division engineer, Pennsylvania Railroad, at Pittsburgh, Pa.,
passed away suddenH' as the result of a heart attack at Pittsburgh on February 1, 1955.
He was born at Cumberland, Md., June 6, 1912, and attended Johns Hopkins University,
from which he received a B.S. degree in Civil Engineering in 19,33. He is survived by his
wife Deborah, daughter Deborah, and two sons Willliam and Robert.
Mr. Myers entered the service of the Pennsylvania Railroad at Cleveland, Ohio on
July 16, 1934, and was promoted to assistant track supervisor on April 7, 1936. After
working at several locations, he was promoted to track supervisor on May 18, 1938, and
to division engineer on November 16, 1948. He served as division engineer at various
points on the Eastern, Central, and Western Regions.
He joined the AREA in 1948, was appointed a member of Committee 5 — Track, in
1950, and was chairman of Subcommittee 1 — Revision of Manual, at time of his death.
Mr. Myers will always be remembered for regular attendance at all meetings of the
committee and subcommittees, and for his wilhng and practical help in all committee
work. The Track committee will miss him as a friend and fellow worker.
M. C. BiTNER
T. H. Beebe
C. H. Johnson
MEMOIR
Cfjarles! Cf)oma£J ^acfesfcn
Charles Thomas Jackson retired chief engineer of the Chicago, Milwaukee, St. Paul
& Pacific Railroad, died at his home in Columbia, Mo., February 4, 1955. He is sur-
vived by his wife, Margaret Hall Jackson, an only daughter having died as a young
girl. Funeral services were held in the Methodist Chapel in Columbia, and burial was
in Miami, Mo., the town where he was born on July 13, 1881.
Mr. Jackson graduated in 1903 from the University of Missouri with the degree of
Bachelor of Science in Civil Engineering. On June 7 of that same year he started work
with the Milwaukee Road on the rugged project of locating and constructing the Pacific
Coast extension. This was the beginning of 47 consecutive years of service on the
Milwaukee.
By November 1905 he had become locating engineer. He located much of what is
the present main line between Harlowton and Melstone, Mont. Mountain locations
which challenged his resources and ability and which he mastered in stride were 16-Mile
Canyon, Smith River Canyon, Missouri River Canyon, Lewistown to Great Falls, and
the Winnett Line, all in Montana. Until 1915 he was either locating new lines or con-
structing them. From 1915 to 1918 he worked on railroad valuation as pilot engineer
and supervising survey and inventory work.
In 1918 he was made district engineer at Butte, Mont. A year later he moved to
Chicago as district engineer. He was later, successively, principal assistant engineer,
assistant engineer maintenance of way, assistant chief engineer, assistant chief engineer,
system, and on January 1, 1950, was appointed chief engineer.
Discussion 1143
Mr. Jackson joined the American Railway Engineering Association in 1921 and
became a Life Member in 1951. He served on Committee 5 — Track from 1937 until his
retirement in 1950 and was elected Member Emeritus in 1953. Other committees on
which he served were: 1— Roadway and Ballast; 3 — Ties; 7 — ^Wood Bridges and Trestles;
14 — Yards and Terminals; and 22 — Economics of Railway Labor. He will always be
remembered with respect and admiration for the good judgment and the clearness of the
opinions and resolutions he expressed in committee work. He gave unstintingly of his
time and great talents.
Mr. Jackson was an amateur golfer of quite wide renown. Although it was not until
the late 30's that he took up this pastime and became a member of the Edgewater Club
of Chicago, he later won several medals there, among them being the Chick Evans
Amateur Trophy in 1949. His home was near the golf course, and he played winter and
summer, Mrs. Jackson usually accompanying him except when the weather was too
severe.
Mr. Jackson was a man of keen mentality and great will power and courage.
Especially did all who knew him respect him for his fairness, his good judgment, and
his outstanding ability. The Track committee will miss his counsel sorely.
Vice Chairman Cornell: Your committee had ten assignments for the year. The
reports on our assignments are published in two Bulletins: Part 1 of Bulletin 521, pages
733 to 888; all of Part 2 of Bulletin 521; and Bulletin 517, page 283.
Your committee has spent considerable time and effort in progressing the work on
its assignments, and in behalf of Mr. Adams, I am sure I express the feeling of all mem-
bers of the committee when I say that if you care to do so, you express your apprecia-
tion of their work by comments from the floor.
There is no report on Assignment 1. During the year we had three revisions under
consideration. These were more or less terms, or definitions, and we felt they were not
of sufficient importance to warrant change at this time.
Assignment 2— Track Tools. This report will be given by Mr. C. E. Peterson, assistant
engineer, Santa Fe, chairman.
Assignment 2 — Track Tools, Collaborating with Committees 1 and 22,
and with the Purchases and Stores Division, AAR, was presented by Subcom-
mittee Chairman C. E. Peterson (Santa Fe).
Mr. Peterson: Mr. President, Members of the Association and Guests:
Your committee recommends that Track Tool Plan No. 31-54, Rail Tongs for Use
with Crane, be submitted as recommended practice for adoption in the Manual. This
type of rail tong is in current use on practically all railroads; therefore, it was decided
to include it in the AREA track tool plans, as the former AREA rail tongs for use with
cranes was deleted from the AREA track tool plans several years ago.
Mr. President, I move that the recommendation of your committee be approved for
inclusion in the Manual.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Peterson: The following is a progress report submitted as information:
Track Spike Lifter — This tool was tested on five different railroads for a period of
one year and found to be satisfactory.
A plan of the tool has been prepared and will be submitted as recommended practice
next year.
This tool is used to raise spikes in turnout areas, particularly at the guard rail
plates, switch plates, rail brace plates, frog plates and in any location where the standard
claw bar cannot easily reach the spike head.
1144 Track
The tool is designed to do the job safely and avoid the danger of possible injury
resulting from misuse of the standard claw bar, such as striking its heel.
Claw Bar — The jaw end of this tool is not satisfactory because of its excessive
hardness. An investigation was conducted, including laboratory hardness tests, which
proved that a further study is required, as it may be possible to improve the design.
Sixteen claw bars with various suggested changes in the jaw end are being tested on one
railroad at the present time.
Track Chisel — The present AREA Track Chisel, Plan 17-53, does not specify the
hardness required for this tool. As it is desirable to have the hardness requirement for all
carbon steel track tools, the committee is making a study of the chemical analysis and
will submit a report.
Suggested Track Gage — The present AREA Track Gage cannot be used for gaging
at guarded frogs; therefore, there is need for an additional track gage. A new plan is
being prepared of a gage that will be similar in design to the present AREA wood center
track gage, with the exception that a guard check gage will be located on top of the gage.
Tee Socket Wrench — A tee socket wrench for removing drive spikes from switch
plates, gage plates and road crossing planks has been suggested as a new AREA track
tool. Such a tool is in service on a number of railroads.
Various sizes of sockets are used on this tool, depending on the type of head of the
drive spike. An investigation will be made as to the possibility of standardizing on one
type of drive spike head so that only one size of socket wrench will be needed. A report
will be submitted in the near future.
This concludes the report on Assignment 2.
President Miller: Thank you, Mr. Peterson.
Vice Chairman Cornell: Assignment 3 — Plans for Switches, Frogs, Crossings,
Spring and Slip Switches, will be presented by Mr. M. J. Zeeman, engineer of track
design, Santa Fe.
Assignment 3 — Plans tor Switches, Frogs, Crossings, Spring and Slip
Switches, Collaborating with Signal Section, AAR, was presented by Subcom-
mittee Chairman M. J. Zeeman (Santa Fe).
Mr. Zeeman: Mr. President, Mr. Chairman, Members and Guests of the Asso-
ciation:
As is stated in our report in Bulletin 521, your committee has reviewed all of the
plans, as well as the specifications, in the Trackwork Portfolio, in order to bring it up
to date. As a result, several improvements in design and in the specifications are recom-
mended and, at the same time, we recommend to eliminate from the Portfolio those
designs or specifications which are not in general use today. Also, we think it desirable
that certain details common to many plans which heretofore have been shown on each
plan, be removed from these plans and instead be placed on one plan for clearer presen-
tation. This arrangement is also desirable if and when at some future time a revision
becomes necessary, as then only one plan needs changing instead of many plans. A suit-
able note referring to the basic plan has been placed on the affected plans.
Many of the recommended revisions apply to several plans, and in order to avoid
repetition in describing the revisions for individual plans, each revision item has been
given a Roman numeral and the description of each item is followed by a list of the
plan numbers on which this revision has been made. Our report includes eleven of these
revision items, and .since you have had this report before you for some time, it does not
seem necessary to take time to read these iterps to you. Several are merely a matter of
Discussion 114S
detail, but there are a few items we consider important enough to call to your attention
at this time.
We wish to comment on Revision I\', Tie Layouts and Plates lor Crossings. It
involves the revision of one existing plan, No. 700-50, the withdrawal of one plan, No.
700 D-42, and the adoption of four new plans. These four new plans show, for the
range of angles in the titles, a complete tie layout and plating, not only under the cross-
ing proper, but including any special ties and plates required up to the point where cross
ties and standard tie plates can be used. Since the recommended tie layout and plating
is completely shown on the four new plans, ties and plating have been removed from
all crossing plans and a note has been placed on these plans referring to the basic num-
ber of the applicable new plan. We realize that there is some difference of opinion as to
what constitutes the best tie layout and plating for railroad crossings, and there may
be features that some roads may consider necessary beyond what is shown in these
layouts, but from the standpoint of the Association, it seems we covered this thoroughh
enough so that we have a. good and workable layout for general conditions.
Concerning Revision \T, Depth Hardening of Manganese Castings: A number of
crossings with depth-hardened flangeway intersections installed during recent years have
shown this to be a worthwhile improvement, retarding batter, flow and wear. A new
paragraph, Xo. 410. is recommended for Appendix A to describe this feature, when
specified. This specification shows the minimum Brinell hardness requirements for depth-
hardened areas. While depth hardening increases the price of the crossing, a clause in the
specification provides that the cost of the hardening process will be deducted from the
price in cast castings fail to meet the hardness requirement.
While on this revision, I must call attention to an oversight in the description of
Revision \T, on page 738. We omitted to include the two plan numbers of articulated
manganese crossings. Therefore, at the end of the present description there should be
added "and articulated manganese crossings Plans Nos. 782-55 and 783-55."
Revision VHI, Elimination of Girder Rail Construction: Because there is at present
only a limited demand for girder rails for railroad use, we recommend the withdrawal
of plans showing girder rail construction from the Portfolio. There is now only one mill
in this county which rolls girder rails, and certain sections are not readily available.
While girder rails were formerly used for track construction in paved streets, tee-rail
construction has been found satisfactory for present day conditions. It is realized that
girder rail is still used for certain purposes, but we consider this to be more of a special
nature which does not warrant carrying these plans in the Trackwork Portfolio.
We submit for your approval, 4 revised plans of tongue switches from which girder
rail details have been deleted, these plans now being suitable for Tee-rail construction.
They are for use in paved streets. We are recommending to withdraw 10 plans, 4 of
which are manganese crossings, steam over electric, 4 are for frogs and 2 plans of girder
rail sections which have been carried as information.
Regarding Revision IX, Shoulder Bolts: W^e recommend for adoption as recom-
mended practice, the use of shoulder bolts, instead of pipe thimbles, at heel of switch
points and toe end of spring wing rail in spring rail frogs. This type of bolt has proven
to be superior to thimbles and is now used by man\' roads.
Revision X, Bonding: Our report states that we have deleted bonding details from
several p'ans and that we have placed a note on those plans where bonding is required,
referring to current AAR Signal Section recommended practice. However, just last week,
our Secretary, Mr. Howard, received a letter from Mr. Yarbrough, Chairman of Com-
mittee IV of the Signal Section, to the effect that they do not have a plan for bonding
1146 Track
railroad crossings and believe it to be impractical to adopt one. While there is a plan
for bonding turnout frogs, this seems to be of little value due to the individual railroad's
preference for various types of bonds, installation methods, etc. In short, we cannot refer
to AAR Signal Section recommended practice. Therefore, we wish to change the note
now shown on page 739 to read — "Bonding. Per details specified by Purchaser", instead
of "Per current AAR Signal Section recommended practice."
After having commented on the highlights of the revisions, we will now consider
the long list of plans which have been revised and are recommended for adoption. Copies
of these plans are contained in Part 2 of the Bulletin. However, you will have noted
that there are other revised plans, not included in Part 2. The revisions in the other plans
are of such a nature that they can be understood readily from the description given.
These particular plans are marked with an asterisk in the list of plans in our report.
Mr. President, I move for adoption as recommended practice and inclusion in the
AREA Portfolio of Trackwork Plans and Specifications, all of the plans beginning with
Plan No. 111-55, near the bottom of page 739 and ending with Plan No. 1010-55 near
the bottom of page 745 and the withdrawal of the previous issue of the plan where noted
in the description. Also, the revisions in the Specifications, Appendix A-5S, beginning
near the bottom of page 745 and ending with paragraph 410 on page 746. Also, the
v.'ithdrawal of Plan No. 700-D— +2 per Revision IV, and the withdrawal of the plans per
Revision VIII beginning with Plan No. 776-40 on page 746 and ending with Plan 1003-52
on page 747.
President Miller: You have heard the motion. Is there any discussion?
I would point out that this is a remarkable piece of work by this committee. A lot
of plans are involved here, and I am sure that the revisions will be of great benefit to
the industry.
C. J. Code (Pennsylvania) : I understand that considerable use is made in some
quarters of the girder rail plans, and it seems to me that it is a mistake to withdraw
them, inasmuch as this is the only place, so far as I know, where any such plans are
published.
I understand that when this matter was considered, reference was made to the action
of the Rail committee in eliminating the specification for girder rails some years ago.
That was done with the knowledge that the ASTM continued to carry a specification
for girder rails which was available to anyone who wanted to use it.
I would, therefore, like to move to amend the motion on the floor to refer the
matter of Revision VIII, Elimination of Girder Rail Plans, back to the committee for
further consideration.
President Miller: Mr. Zeeman, would you like to comment on that?
Mr. Zeeman: Yes, Mr. President, I would.
First, I would like to know to which specific plans Mr. Code has reference. We have
four plans for railroad crossings and four plans for frogs where we recommended with-
drawal. Are you objecting to withdrawal of all of them, or just certain ones?
Mr. Code: All of them.
Mr. Zeeman: Now, may I continue, Mr. President?
President Miller: Proceed.
Mr. Zeeman: For the benefit of the Association, I wish to say that considerable
discussion was given to this particular subject within the committee— not only the sub-
committee, but the committee.
As you know, practically all of the larger roads are represented on the Track com-
mittee. Also, the leading manufacturers of trackwork material in this country are repre-
Discussion 1147
sented, as associate members. The subject came up. and was discussed thoroughly, and
due to the fact that there is very limited use of girder rail as far as the railroads are
concerned, and since all of the manufacturers represented stated that they had not
received orders for this particular type of construction for many years, it was decided
that these plans were of no further use. It is true that once in a while they do get an
order for a replacement, but that's about all.
I believe Mr. Code referred to the fact that the Rail committee, some 9 years ago,
recommended deletion of the specifications, as we'l as the girder rail designs, from the
Manual, for the reason that there was very limited demand for girder rails by the
railroads. Also, the information was readily available in pamphlet form by application
to the American Transit Association. The convention agreed, and deleted all this material
from the Manual. I think we are 9 years late with our present recommendation, because
the plans which we now recommend be withdrawn are not being used.
Girder rail is not used any more by most railroads in paved streets, because Tee rail
is suitable for that purpose. There are several forms in which you can use the Tee rails.
You don't need girder rails.
As I said before, due to the fact that you cannot procure girder rails any time you
want them (at least we were told one time when we tried to order girder rails that
"We're not rolling it this year — we may roll it next year") , we feel that these plans
should be withdrawn.
Furthermore, if you use Tee rails in paved streets, you don't need any of the plans
as we see it, except the switch plans, and you will note that we have retained the four
switch plans — 1 tongue-and-mate and 3 double-tongue switches — for use in paved streets.
The connections to these switches have been made so that you can use Tee rail.
If and when you would want to use girder rail, you certainly can revamp tho.se
ends back, for use with girder rails.
I wonder if I have answered your question, Mr. Code ?
Mr. Code: It answers it as far as I'm concerned. I understood there were some
others who were going to say something about it. I wonder what happened to them?
(Laughter)
President Miller: Is there any further discussion? We have a motion, but no
seconder.
C. J. Geyer (Chesapeake & Ohio) : Second the motion.
President Miller: Mr. Geyer has seconded the amendment.
Mr. Geyer: I mean the original motion.
President Miller: I'm speaking of the amendment at the moment. We have a
motion for an amendment, but there is no seconder for that amendment.
I hear a voice out there saying he will second it — Mr. Mayo.
Is there any further discussion on the amendment ?
E. E. Mayo (Southern Pacific Pipe Lines) : It so happens on the Southern Pacific
that there are at least three large cities in which the ordinance has never been changed,
and we have never been able to get it changed — an ordinance that requires that the con-
struction of all tracks in all streets be with girder rail. Consequently, while the Tee rail
might satisfy the conditions just as well, until these ordinances can be changed, we will
still have to use girder rail.
President Miller: Thank you, Mr. Mayo.
Does the chairman of the main committee wish to make any comment before we
put this to a vote?
1148 Track
Vice Chairman Cornell: In the case Mr. Mayo mentioned, perhaps if that rail
was not any longer manufactured, those cities would see their way clear to change
their ordinances. I think it has been brought out, perhaps by Mr. Zeeman, that with
the use of rubber tires instead of horses' shoes, we do not have so much need for girder
rail construction.
I do think the committee thoroughly developed the thought that this is now an
obsolete section, and that it adds nothing to the plans.
President Miller: If there is no further discussion, we will vote on the amendment.
All in favor of the amendment say "aye"; contrary, "no." I believe the "noes" have it.
We have no sound recorder here, but from the number of "noes," I think the "noes"
have it.
We will now vote on the original motion.
(The motion was put to a vote, and carried.)
President Miller: Proceed, sir.
Mr. Zeeman: Your committee wishes to extend its appreciation to the Standardiza-
tion Committee of the Manganese Track Society, whose members, as Associate Members
of this committee, have rendered valuable service in the drafting of the plans and in the
review of the specifications.
Your committee also presents three reports prepared by the research staff of the
Engineering Division, AAR. Appendix 3 (a) covers the service tests of designs of manganese
steel castings in railroad crossings at McCook, 111. This is a progress report. Appendix 3(b)
covers the service tests of solid and manganese steel insert crossings supported by steel
T-beams and longitudinal timbers. This also is a progress report. The third report.
Appendix 3(c), Specifications for spring washers for use in special trackwork, is a final re-
port, consisting of two parts. Part 1 being crossing frog bolt tension tests, and Part 2
being the specifications, including some revisions suggested for later consideration as
recommended practice and publication in the Manual.
Mr. President, these three reports are submitted as information.
This concludes the report on Assignment 3.
President Miller: Thank you, Mr. Zeeman. They will be so received.
Is there any discussion?
Vice Chairman Cornell: Assignment 4 — Prevention of Damage Resulting from
Brine Drippings on Track and Structures. I shall make some comments on this report.
Assignment 4 — Prevention of Damage Resulting from Brine Drippings
on Track and Structures, Collaborating with Committee 15, and Mechanical
Division, AAR, was presented by Vice Chairman Cornell (New York, Chicago & St.
Louis) .
Vice Chairman Cornell: The loss from corrosion extends over a period of time,
and the insidious nature of the destruction is therefore, less dramatic than your broken
rail, which might cause a derailment, but the very nature of this destruction is such
that it is very difficult to estimate the amount of damage that really occurs.
Your committee has estimated that for the track and structures alone, perhaps more
than $8,000,000 is lost, but the National Association of Corrosion Engineers has estimated
that the loss to the railroad industry is more than $190,000,000.
I also think it would be of interest to you to know that a chemical engineer,
Mr. Seymour Coburn of the AAR, has recently been made vice chairman of two important
committees in the National Association of Corrosion Engineers, and in this position
he is in a very good position to be made av/are of all that is going on in the corrosion
field. This should be of considerable value to our committee.
Discussion 1149
This report is offered as information.
President Miller: Thank you. Proceed.
Vice Chairman Cornell: Assignment 5 — Design of Tie Plates, Collaborating with
Committees 3 and 4. Report on this assignment will be made by Mr. M. D. Carothers,
assistant chief engineer. Gulf, Mobile & Ohio Railroad.
Assignment 5 — Design of Tie Plates, Collaborating with Committees 3
and 4, was presented by Subcommittee Chairman M. D. Carothers (GM&O).
(Mr. Carothers read the Introduction and Summary of the subcommittee's report).
President Miller: Thank you, Mr. Carothers. Your report will be received as
information.
Vice Chairm.an Cornell: Our next report will be on Assignment 6 — Hold-Down
Fastenings for Tie Plates, Includmg Pads Under Plates; Their Effect on Tie Wear, Col-
laborating wuth Committee 3. Mr. J. S. Parsons, assistant chief engineer maintenance
of way, Erie Railroad, will present this report.
Assignment 6 — Hold-Down Fastenings for Tie Plates, Including Pads
Under Plates, Their Effect on Tie Wear, Collaborating with Committee 3,
was presented by J. S. Parsons (Erie) in the absence of Subcommittee Chairman Blair
Blowers (Erie).
Mr. Parsons: The tests begun in 1047 in the northward main of the L&N near
London and East Bernstadt, Ky., were for the purpose of developing information as to
the effectiveness and economy of several types of hold-down fasteners, tie pads, and so
forth, and for increasing the life of ties by minimizing plate cutting and reducing the
frequency of regaging and re-adzing on curves. This test is being continued.
There were no additions or changes made to the test installation in 19S4, but it is
planned that two new makes of tie pads will be installed during May of this year.
A general inspection of the installation was made in May 1954, and tie pads were
inspected by removal in July 1954.
Part 1 of our report includes the most important results of the visual inspection
made, and because of the nearly eight years elapsed since the start of the test, more
conclusive facts have been developed. Tests are being continued, and it is expected that
a further careful inspection to be made in May of this year will permit our committee
to present additional beneficial information in our next report.
President Miller: Thank you, Mr. Parsons. Your report will be received as
information.
Vice Chairman Cornell: Assignment 7 — Effect of Lubrication in Preventing Frozen
Rail Joints and Retarding Corrosion of Rail and Fastenings, will be presented by Mr.
R. G. Garland, assistant engineer, Santa Fe.
Assignment 7 — Effect of Lubrication in Preventing Frozen Rail Joints
and Retarding Corrosion of Rail and Fastenings, was presented by Subcommit-
tee Chairman R. G. Garland (Santa Fe).
Mr. Garland: Your subcommittee reports progress on the study of the effect of
lubrication in the prevention of frozen rail joints and retarding corrosion of rail and
fastenings.
The tests on the Illinois Central are now four years old, and we plan to continue
them. Two years ago we started tests to determine the effects of the spray method
of lubrication. We will continue to respray those joints each year and develop the
economies of spraying joints as compared to brush coats and packing of rail ends.
Measurements of rail gap width were repeated last summer and winter. When
1150 Track
analyzed thes measurements show that a much more uniform rail gap is obtained when
the rail ends are sprayed than is obtained from other lubricating methods. So far, there
is no indication that the annual respraying of joints will reduce joint wear.
Reports from members roads using the spray method indicate that when the proper
technique is followed, the annual cost of lubrication will be less than 10 cents per joint.
President Miller: Thank you, Mr. Garland.
Is there any discussion? Proceed.
Assignment 8 — Field Measurement of Forces Resulting from Rail
Anchorage.
Vice Chairman Cornell: There arc no further developments on this subject, and
the assignment is to be discontinued.
Our report on Assignment 9 — Critical Review of the Subject of Speed on Curves as
Affected by Present-Day Equipment, will be presented by Mr. W. R. Bjorklund, district
engineer, Northern Pacific Railway.
Assignment 9 — Critical Review of the Subject of Speed on Curves as
Affected by Present-Day Equipment, Collaborating with the AAR Joint
Committee on Relation Between Track and Equipment, was presented by Sub-
committee Chairman W. R. Bjorklund (Northern Pacific).
Mr. Bjorklund: Mr. Chairman, members, and guests of the AREA:
The assignment of Subcommittee 9 relates to speed on curves as affected by present-
day equipment. We have all watched track forces using level boards and noticed the
apparent discrepancy in setting elevation on curves because the level board does not
measure the difference in elevation at the gage line but at some high point on the tilted
rails. While the magnitude of error is small, in developing a theoretical table we should
use the most precise measurements available.
For the foregoing reason, your committee has been discussing a possible revision
of the usual equilibrium table to utilize a base measurement, which we shall call "B",
equalling the bearing distance of car wheels on rails rather than the usual coefficient "G"
which is defined as gage of track, or 4 ft 8^ in. Using the bearing distance of car
wheels or level board, the coefficient in the simplified formula on page 5-3-9 of the
Manual will be increased 5 percent. The bearing distance as measured by the standard
AREA track level board will vary from 59.3 in for high elevations in 115 RE rail to
60 in for lower elevations in 132-lb rail. Mr. Randon Ferguson of the AAR has developed
from experimental data the fact that elevation should be calculated on the basis of
60 in rather than the gage distance of 56^/^ in.
An unbalanced elevation of 3 in has long been advocated as giving a comfortable
ride. Field tests and experiments show that new modern equipment which is equipped
with swing hangers, roll stabilizers, and large center bearings can negotiate curves com-
fortably at more than 3-in unbalanced elevation because of the reduced car body roll.
Our report is submitted as information, and further study will develop what revi-
sions should be requested for the Manual.
President Miller: Thank you, Mr. Bjorklund.
Is there any discussion? Proceed.
Vice Chairman Cornell: Assignment 10 — Methods of Heat Treatment, Including
Flame Hardening of Bolted-Rail Frogs and Split Switches, Together with Methods of
Repair by Welding, will be presented by Mr. S. H. Poore, assistant engineer, Chesapeake
& Ohio Railway.
Address of V . C . H a n n a 1151
Assignment 10— Methods of Heat Treatment. Including Flame Hard-
ening of Bolted-Rail Frogs and Split Switches. Together with Methods of
Repair by Welding, was presented by Subcommittee Chairman S. H. Poore (Chesa-
peake & Ohio).
Mr. Poore: As the title of this assignment would indicate, the subcommittee is try-
ing to determine methods of heat treatment and repair by welding. You can readily
visualize that not everyone is in agreement with the proper method of heat treatment,
nor, on the other hand, is everyone in agreement as to the proper method of flame
hardening. At this time there is possibly some doubt as to which of those methods might
survive in the production of trackwork. Then, to go further from that, after we produce
the heat-treated special trackwork, there comes the question of the proper method of
repair by welding.
At this time your subcommittee has a series of simulated crossings on the Milwaukee,
near Mannheim, 111. These crossings involve four different types of heat treatment and
several metallurgies, and are under observation. They were installed last April, shortly
after the last convention.
As of this time we can only report that they arc giving good service; that there are
no failures in them at this time; and that we hope to have some factual data on them
to present to you at the next annual convention.
This is a progress report, offered as information. If there are no questions or dis-
cussion, this concludes the report of the subcommittee.
President Miller: Thank you, Mr. Poore.
Vice Chairman Cornell: This completes the reporting on our regular assignments.
As a special feature of our report, we have arranged for an address on the Mainte-
nance of Railroad Crossings.
Railroad crossings occupy a unique position, being both the most expensive per-foot
piece of track we have to maintain and, usually, the roughest.
Our speaker has his fair share of crossings to maintain, and, in addition to this,
he has reviewed the methods of construction and maintenance used by many other rail-
roads in an effort to determine which are the most effective and economical.
It is my pleasure at this time to introduce the chief engineer of the Terminal Railroad
Association of St. Louis, Mr. V. C. Hanna.
Maintenance of Railroad Crossings at Grade
By V. C. Hanna
Chief Engineer, Terminal Railroad Association of St. Louis
During the early months of 1954 it was my privilege to investigate on a nation-wide
scale the methods and practices currently being followed in connection with the main-
tenance of railroad crossings at grade, and to secure individual opinions on all phases
of this important subject from engineering and maintenance-of-way system officers,
division officials and field supervisors, representing 38 railroads throughout the United
States.
While there was general agreement on many of the phases of the subject, on many
others there was a wide variance in practice, methods being followed, and individual
opinions. Even more interesting was the difference in results being obtained from similar
installations. It is quite evident that varying conditions of subgrade, available ballast,
intensity of traffic, predominant speed and other such factors, have resulted in the
maintenance of each crossing being considered as an individual problem. It is doubtfu]
1152 Track
if a standard of procedure will ever be agreed upon, or would even be practical or
desirable. However, much improvement in our maintenance methods may be secured
from a study of the experience of our contemporaries who, by their ingenuity and experi-
ments, have developed successful and economical maintenance practices.
The information presented here is not to be considered as a recommendation and
does not include consideration of the design of the crossing itself or the details of
procedure being followed in connection with maintenance welding.
The subgrade should be composed of stable material and kept well drained. When
this material has ceased to provide a stable foundation, generally due to lack of drainage,
it has been removed to varying depths, averaging about 2 ft, and is usually replaced with
clean ballast of the same type as that in use on the adjoining track. The size preferred
varies from a minimum of J/2 to 2 in or a mixture of the same.
At the time the subgrade is replaced, or even when ballast is renewed out of face,
installation of mechanical drainage may be desirable and necessary. Perforated pipe,
extending from all corners of the crossing to an open ditch, sump or dry well, and
having a good fall, has been found to be quite satisfactory and economical. There is
almost unanimous agreement that proper drainage is the most important single factor
in the maintenance of a railroad crossing.
About one-third of the 38 reporting railroads have used reinforced concrete slabs,
having an average thickness of 12 in, and the majority are satisfied with the results
obtained. All agree that the slabs should be placed at least 2 ft below the ties, and
mechanical drainage provided if best results are to be reahzed. Several installations have
proved to be unsatisfactory due to uneven settling, tilting and churning, which may
have been due to poor subgrade material, lack of drainage or improper design. Timber
slabs are not considered to be economical or satisfactory.
The modern method of pressure grouting has been used by a number of railroads
and the results have been uniformly successful. The depth to which grouting points
should be driven is governed by the prevailing conditions at each crossing, but it is
generally agreed that the grout should be kept a reasonable distance below the tie or
timber to avoid a too rigid support of the crossing. One large western railroad has been
grouting under crossings over a 10-year period and states that the effective life of the
frogs has been greatly increased, with spot maintenance and out-of-face surfacing costs
being materially reduced.
The ballast used is generally the same as that used in the adjoining track. The
majority prefer hard, clean rock, slag or similar tough material IJ^ in. in size, if avail-
able, although others favor sizes varying from ^ to not over 2 in. A minimum of 9 in
of ballast under the timber is preferred and it is generally dressed from 1 to 2 in below
the tops of the ties at the center of the track, and from 2 to 3 in at the ends of the ties.
There is complete agreement as to the desirability of using power tampers, if available,
for surfacing and even for spot maintenance. Both the air and vibratory types have been
found satisfactory.
A number of railroads use different sizes of ties and timbers in several interesting
arrangements, which they claim are quite satisfactory, but the large majority conform
generally to the recommended standards of the American Railway Engineering
Association.
There is quite general use of two or three 7 by 9-in, 7 by 10-in and 7 by 12-in
treated hardwood grade and switch ties, or 8 by 10-in and 12 by 12-in timbers, bolted
together and placed under each rail in the track of greater importance, considering speed
and density of traffic. This arrangement has proved to be adequate and satisfactory.
Address ot V. C. Hanna 1153
There is also some use of a pad or frame, composed of 2 or 3 ties or timbers bolted
together with corners secured by metal bands, placed under all 4 sides of the crossing.
One large system uses all 7 by 9-in ties with uniform spacing of 20 in, and another
prefers a combination of 10 by 18-in timbers and 7 by 9-in ties in small angle crossings
and uses 18-in timbers entirely under crossings of angles of 35 deg to 60 deg.
Cut spikes are preferred to fasten the crossing p'ate to the timber, although there
is some use of screw spikes. The general practice is not to pre-bore holes for cut .spikes
unless power tools are available. Installation of a base plate of sufficient thickness under
the crossing is considered highly desirable and economical and has resulted in a consider-
able reduction in wear of the critical parts and saving in general maintenance.
Approximately 50 percent of the reporting railroads are using several brands of tic
pads between the plate and the tie on an experimental basis. The large majority, prob-
ably 90 percent of the personnel, who reported using pads, express a rather strong
personal opinion that definite economies are being realized by a reduction in wear and
maintenance of the crossing itself, by increased life of the timber and lower cost of main-
taining line and surface. It is recommended that more railroads make test installation^
of pads of different types and makes as a service to the industry, in order that economies,
if any, may be more definitely determined over a period of years.
It is generally agreed that adequate anchorage is probably second only to proper
drainage as the most important factor in the maintenance of a crossing, and that more
anchors are usually required in all directions from the crossing than are generally used
as standard practice on line of road. However, agreement ends at that point. There
were almost as many different opinions as to the number of anchors to be used, and
the pattern of application to be followed, as there were reporting railroads. This indicates
that proper anchoring of each crossing must be determined by careful study and
experience.
The extent of the expanded use of anchors on each side of the crossing varies
from 100 to 400 ft, depending upon the approaching and leaving grades, alinement,
intensity and direction of traffic, etc. The pattern used varies from 10 to 12 to each
rail, to their use on every tie, depending largely on the personal preference of the
supervising official and/or existing conditions at the individual crossing. All agree that
the use of a sufficient number of anchors, whatever that may be, is necessary and
economical. The anchors most generally in use. as well as those personally preferred
by the majority of reporting personnel are the grip type applied to the base of the
rail, although several roads use and prefer the compression clip t\pe.
There is complete agreement that it is of utmost importance that joints within the
crossing area be unusually well maintained, receive more frequent inspection than those
in track, be supported by sound and well tamped timber, and bolts kept tight at all
times.
Insulated joints of good design and high quality should be specified, and there is
general use, almost without exception, of a canted abrasion plate on every tie supporting
them. Many roads are also using tie pads under these plates on an experimental basis,
others as standard practice, and there is almost unanimous opinion that their use is
proving to be satisfactory and economical.
There have been rare cases where special insulated joints have been installed between
crossings having difterent weights of rail and 15 -ft centers or less, or have been fitted
into tapered rails between such crossings. .\ny arrangement of this kind should be avoided,
and it is also not desirable to use insulated joints on wing rails.
However, where these conditions do exist, or in any situation where the length
1154 Track
of the non-track-circuited "dead" section in a crossing exceeds 35 ft. or where such
"dead" section is longer than the wheel base of the short locomotive operating over
this section, a special or trap circuit must be installed for proper protection, in accordance
with Rule 136.55 of ICC Rules, Standards and Instructions.
A majority of the railroads prefer the use of gas welding for repairing open hearth
and heat-treated crossings, and there is almost universal use of the arc process for weld-
ing manganese steel parts and solid manganese steel crossings. Maximum batter per-
mitted before repairs are made is approximately J4 in for al types of crossings.
Small cracks in manganese steel are not considered as serious as those in open
hearth rail, but a variety of opinion exists as to the extent they should be allowed to
develop before repairs are made. In manganese steel, small cracks in the bottom of the
flangeway parallel to the point are not considered serious, but if the cracks are on the
side wall of the points, repairs should not be too long delayed. Small cracks in the base
are not considered serious, unless they are developing and travelling rather fast.
Each foreman should report any cracks to his supervisor immediately, and he, in
turn, should use sound judgment as to the necessity for repairs, which will depend
upon its location, size, rate of growth and effect on the casting. The issuance of definite
written instructions in regard to such repairs is not considered desirable or necessary.
It is agreed that the supervisor should also determine the necessity for removing the
metal f!ow from fiangeways by power grinding before it has reached the point where
chipping would occur and welding would be required, or where the fiangeways have
become too narrow. The thought has been widely expressed that, "we need more grinding
and less welding in crossing maintenance".
With few exceptions, most railroads encounter difficulty in maintaining line and
gage, particularly in open-hearth crossings and those having angles less than 45 deg.
The predominant speed over a crossing has a direct relation to the accuracy of line and
gage that must be maintained to insure the riding comfort of our patrons and the safe
operation of trains.
Poor alinement is generally corrected by conventional methods, including driving
and/or cutting certain rails after removing anchors, adjusting expansion, and lining with
bars or jacks. Anchors are then replaced and it may also be necessar>' to rearrange the
base plate and reset the "welded stops."
Gage may be corrected by grinding out fiangeways, particularly in solid manganese
steel, tightening or renewing bolts, inserting metal shims and/or building up existing
fillers and "stops." In crossings under 45 deg struts are often placed between the obtuse
angles of opposite frogs or gage plates are installed. It is desirable, economical, and
usually necessary, to correct both line and gage at the same time, after which anchors
may be increased if considered necessary.
Detailed inspection of all crossings is considered of great importance, the frequency
required depending upon location, density of traffic, and speed over the individual cross-
ing. The general practice being followed is to require the section foreman to make
almost daily inspection and minor repairs, and the supervisors to make weekly or even
more frequent inspections and authorize ordinary repairs, such as lining and gaging,
surfacing, grinding and minor welding, replacement of timber and ballast, etc. The
division engineer makes such inspections as he considers necessary to determine if, and
when, major repairs or replacements are required and his recommendations are referred
to the district or chief engineer.
The results obtained by the use of some type of ultrasonic device have been quite
satisfactory on rail crossings and the rail portions of manganese steel crossings, but there
Discussion 1155
is considerable doubt that such devices will always give a positive indication on
manpaneso steel.
It is well to again emphasize that crossings subjected to heavy trafJic at high speed
require a higher standard of maintenance than those where low speed is normal. Accurate
line and good surface are essential; stability of subgrade and proper drainage become
more important; more frequent and detailed inspections are required; and the type
and design of the crossings should be given careful study and consideration.
Finally, maintenance-of-way personnel from supervisors to chief engineers all agree
that a high quality of maintenance of railroad crossings at grade is not only desirable
and most important but is too often neglected. I believe that all of us having responsible
jurisdiction over such maintenance should accept that responsibility as a personal chal-
lenge to our knowledge and ability, exercise our own ingenuity and fuljy utilize the
experience of our contemporaries, in order to improve the economical maintenance of
this vital segment of the track structure. Thus, we would provide for our patrons a
smoother and safer journey over our rails, as well as render an outstanding .service to our
own companies and the entire railroad industry.
Vice Chairm.an Cornell: Thank you, Mr. Hanna, for a very fine talk.
Mr. President, this concludes the report of the Track committee. In behalf of Chair-
man Adams, I want to extend my thanks to the members of the committee for the
excellent work they have done during the past year. Especially, I desire to thank our
Associate Members in the frog and switch companies who have performed outstanding
work in preparing the plans included in our report.
I also want to thank Mr. Howard and Mr. Magee and their staffs for the very
valuable assistance they have gi\cn this committee throughout the year.
Mr. President, this concludes our report.
President Miller: No doubt our audience would be interested to know that the
budget of our Association for the current year provides for the expenditure of about
$13,500 to reprint our Trackwork plans. Of this .S13,500, we will probably get back
about $6,000 through sales, which indicates that your Association is also spending money
on your behalf, to render a service to you.
Thank you, Mr. Cornell. Your committee has again presented a most interesting
series of reports. We are particularly indebted to your Subcommittee .^ for the extensive
work done in revising the plans in our Portfolio of Trackwork Plans.
We are also appreciative of the extensive assistance given in this work by representa-
tives of the manufacturers of special trackwork.
Mr. Hanna, ma>' I add my word of appreciation to those expressed by \'ice Chairman
Cornel], for your interesting address?
Mr. Cornell, your committee is now excused, with the thanks of the Association.
The final report on our program, and one which promises to be most interesting, is
that of Committee 4 — Rail. The chairman of this committee is Mr. C. J. Code, assistant
chief engineer— engineer of tests, Pennsylvania Railroad.
1156 Rail
Discussion on Rail
(For report, see pp. 889-986.)
(President G. W. Miller presiding.)
Chairman C. J. Code (Pennsylvania) : We regret to record the passing on June 29,
1054, of Carleton Bennett Harveson, a valued member of the Rail committee. A suitable
memoir appears in our report.
We also regret to report information received only yesterday, of the death of Mr.
I. H. Schram, retired chief engineer of the Erie, on January 29. Mr. Schram had long
been a member of the Rail committee. A suitable memoir will be presented in his honor.
MEMOIR
Irwin Herbert Schram, retired chief engineer of the Erie Railroad, died at his home
in University Heights, Ohio, on February 28, 1955, after an illness of 14 months. He is
survived by his wife, Mrs. Sallie McKinney Schram, and three children, Martha, Bernice,
and Irwin, Jr.
Mr. Schram was born in Milwaukee, Wis., October 14, 1888, the son of Bernhard
and Anna Roman Schram. Following his early education in the Chicago public schools
and Armour Academy he attended Armour Institute of Technology, from which he was
graduated in 1908 with the degree of B. S.
Immediately upon graduation he entered service on the Erie as a rodman. He
advanced rapidly to the position of division engineer, then served for a time as train-
master and as terminal superintendent. His further progression carried him to the posi-
tion of regional engineer, then to chief engineer maintenance of way, and finally on
July 1, 1946, he became chief engineer. He continued in this position until October 31,
1953 when he retired under the company's supplemental retirement plan.
As chief engineer, Mr. Schram carried the responsibility for the planning and con-
struction of major railroad improvements, grade crossing elimination projects, new struc-
tures, etc., and during his regime, several major construction projects were undertaken,
the largest of which was the Corning, N. Y. grade crossing elimination project involving
a total expenditure of between $11 million and $12 million.
Mr. Schram maintained an active interest in the AREA from the time he became
a member in 1916. He was a member of Committees 5 — Track, from 1923 to 1948,
serving as vice chairman in 1943, and as chairman from 1944 to 1946; and 4 — Rail,
from 1944 until his death; and a member of the Special Committee on Continuous
Welded Rail from 1952 until his death. He sei'ved the Association as a Director from
1949 to 1951, and became a Life Member in 1951.
Mr. Schram was also a member of the American Society of Civil Engineers, the
Roadmasters and Maintenance of Way Association of America, and the Metropolitan
Maintenance of Way Club.
We feel keenly our loss in the passing of Mr. Schram, for we valued his genial
personality and the high professional ability he contributed to our work.
Chairman Code: The Rail committee is reporting on 10 of its 11 assignments. In
order to curtail our presentation and make time for the panel discussion which will
follow, we are going to present only a brief report, omitting oral reports on several
subjects. To conserve time, I would request that any discussion or questions be reserved
Discussion 1157
until the end of the entire Rail committee report, at which time we will give an oppor-
tunity for such discussion.
The report on Assignment 1 — Revision of Manual, will be presented by Mr. B. R.
Meyers, chief engineer of the Chicago and North Western System, chairman of the
subcommittee.
Assignment 1 — Revision of Manual, was presented by Subcommittee Chair-
man B. R. Meyers (Chicago and North Western).
Mr. Meyers: Mr. Chairman, Members and Guests:
It is recommended that certain changes in the dimensions shown for the 140 RE
joint bar, Fig. 7a, be changed as indicated in the bulletin so that same will conform to
the information shown for other joint bars. This is basically an editorial change and
I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Meyers: It is recommended that Form 402-L, which is the form for reporting
annual progressive type head failures in rails, be revised so that the additional data
necessary for our rail statistics can be obtained. I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Meyers: Information on rail failures in the web within joint bar limits is now
obtained by letter, and it is recommended that Form 402-M be adopted for securing
this information. I so move.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Meyers: I move the adoption of Mill Practice For Rails For Butt Welding
as set forth in the Bulletin.
(The motion was regularly seconded, was put to a vote, and carried.)
Mr. Meyers: This concludes the report on Assignment 1.
President Miller: Thank you, Mr. Meyers.
Chairman Code: No oral report will be presented this year on Assignment 2. I
refer you to our published report for Professor Cramer's interesting report on Inves-
tigation of Failures in Control-Cooled Rail, and regret that times does not permit oral
presentation of his report
I would like to ask Mr. Magee to comment briefly on Rail Failure Statistics,
Assignment i, report on which was prepared under his direction.
Rail Failure Statistics
By G. M. Magee
Director of Engineering Research, Engineering Division, AAR
I consider that the detection and analyzing of rail failures that occur in main line
track is one of the most important of our Research Center projects. In effect, the entire
225,000 miles of main track in the United States constitutes a giant proving ground in
which the performance of every individual rail can be followed. Thus we are able to
closely check on mill performance and quickly determine whether any defects are devel-
oping indicative of poor mill practice. Also, it enables us to assess the importance of
various types of rail failures so research can be directed at any type of failure which
assumes sufficient importance to so justify.
The number of service transverse fissure failures showed a further decrease in 1953
of 8 percent compared to 1952. This is indeed gratifying and is indicative of the value
of detector car testing and ol control-cooled rail being placed in track. An extremely
1158 Rail
gratifying reduction in the number of service transverse fissures has been effected since
1043. I would like to emphasize again the importance of detector car testing in effecting
still further improvements and reducing still farther the number of service TF's.
With respect to mill performance the failures during the first five years of service for
all mills collectively show that the failure rate has declined steadily and that for the
1948 rollings it is the lowest so far reported. This speaks well for improvements made
in mill quality, rail design, and railway maintenance practices. The 1952 rollings show
a high rate at only one mill, and this was due to 26 other head failures reported by one
railway. Assuming that most of the control-cooled rail laid since 1935 is still in main
track, approximately 40 percent of main track is now laid with control-cooled rail. The
most important types of failures from the standpoint of frequency of occurrence con-
tinue to be web failures and detailed fractures from shelling, that is, of course, in control-
cooled rail.
We now have had five years of experience with the new rail sections which were
strengthened in the upper web fillets and have the new bolt hole spacings. Comparison
of these new sections with the old sections for a comparable five year service experience
indicates almost complete control of the web failure situation, both in joints and outside
of joint bar limits. Detailed fractures from shelling, however, continue to be an important
problem of sufficient importance to well justify the amount of research that is being
devoted in an endeavor to solve this perplexing problem.
Chairman Code: Thank you, Mr. Magee.
There will be no oral report on Assignment 4. I refer you to our published report
for a summary of the progress on this assignment.
Likewise, we will present no oral report on our published report on Assignment 5.
The report on Assignment 6 — Service Tests of Various Types of Joint Bars, was to
have been presented by Mr. T. A. Blair, chief engineer of the Santa Fe System, and
chairman of the subcommittee, but Mr. Blair is unable to be present.
You will recall that under this assignment the committee is studying the installation
of 4-hole and 6-hole joints, both of 36-in length, on 115 and 132-lb rail. While these test
installations have been in track for 6 years, no outstanding difference between them
has shown up. Apparently the 36-in bars with 4 holes are standing up as well as those
with 6 holes. A study of the graphs in the report is recommended.
There will be no oral report on Assignment 7. I commend to your reading Pro-
fessor Jensen's report on rolling-load tests on joint bars, and regret we cannot allow him
time for an oral report.
The report on Assignment 8 — Causes of Shelly Spots and Head Checks in Rail,
will be presented by the chairman of the subcommittee, Mr. L. S. Crane, engineer of
tests. Southern Railway System.
Assignment 8 — Causes of Shelly Spots and Head Checks in Rail: Meth-
ods for Their Prevention, was presented by Subcommittee Chairman L. S. Crane
(Southern) .
Mr. Crani;: At the last meeting of this association your subcommittee had the
pleasure of presenting to you a panorama of its research activities directed toward deter-
mining the cause of head checking, gage corner shelling and detail fractures from gage
corner shelling in railroad rails.
This research work has explored the fields of metallurgy, strain gage analysis, X-ray
diffraction analysis, photoelastic analysis, and statistical analysis of field service failures
Discussion 1159
in a determined effort to discover the cause and possible cure for these types of rail
failures.
In the early phases of the investigation we entertained hope that some relativel>
simple solution to the problem might be found similar to the solution found for the
cause of transverse fissures in railroad rails, which have been eliminated by the controlled
cooling of the rail steel during its fabrication in the rail mill.
The further we penetrated into the problem, the more apparent it became that a
similar simple solution was not going to be easily found.
As each of our expert researchers applied his particular talents to the problem, the
answer which he obtained tended to support the conclusions reached by previous inves-
tigators. The picture of the problem presented by each investigator showed that the
failures were of the fatigue type — they resulted from multiple stressing of the rail steel
at high stress levels or high ranges of stress level.
The concentration of mulitple high wheel loadings on relatively small areas of the
supporting rail steel at the gage corner was creating a kneading and cold working action
that exhausted the ductility of the rail steel, plastically deformed it, and led eventually to
cracking.
Two possible alternativ'es were offered to reduce or eliminate these failures.
One of these was to strengthen the rail steel by increasing its physical properties.
To accomphsh this end, heat treated rails were applied on the PRR, C&O and N&W
railroads in 1949. In 1950, heat treated and alloy steel rails were applied on the NYC
and alloy steel rails on the N&W.
In 195 1, the GN applied heat treated rails and a test installation of high siHcon rails
was installed on the Rio Grande.
In 1953, the PRR applied additional high silicon rails and the PRR and N&W
applied additional alloy rails.
The performance of all of these test installations has been followed by your
committee.
These tests now included many hundreds of rails in 115, 132, and 133-lb RE sections,
127-lb Dudley section and 140 and ISS-lb PS section.
All of the test rails have provided excellent service. They have in each installation
substantially exceeded the service life obtained previously by conventional rails.
Results obtained have been so encouraging than in 1954 the GM&IR installed addi-
tional alloy rails; the GN and N&W installed additional heat treated rails and the UP,
Rio Grande and Santa Fe installed additional high silicon rails.
Your committee is convinced that these additional test installations will perform
well. However, economically this solution to the problem is expensive. The cost of these
special types of rail steel substantially exceeds the cost of conventional rails. The use
of these special types of rails will at all times be limited by the aforementioned economic
factors.
The second alternative offered to solve this problem is to reduce the load imposed
on the rail.
In recent years, the trend in design of cars and locomotives has been toward increas-
ing loads imposed per inch of wheel diameter. High wheel loads and small wheel
diameters will unquestionably tend to accelerate the incidence of gage corner shelling.
Your committee believes that an effort should be made to limit permissible loads per
inch of wheel diameter to some level which will permit our conventional rail steel to
withstand without damage the service stre.sses imposed by these wheel loads.
1160 Rail
Chairman Code: Thank you, Mr. Crane, for an interesting summary of the
situation.
Assignment Q — Recent Developments Affecting Rail Section, will be presented by
Mr. W. J. Cruse, engineer maintenance of way of the Great Northern Railway, chairman
of the subcommittee.
Assignment 9 — Recent Developments Affecting Rail Section, was pre-
sented by Subcommittee Chairman W. J. Cruse (Great Northern).
Mr. Cruse: The report on this assignment is found in Bulletin 521, Part I, beginning
on page 959.
Your subcommittee's principal work during the past year has been centered on the
study of the effect of stress risers around a bolt hole on the fatigue life of a rail.
The failures within the joint bar limits of a rail are the most numerous of any type
of failure reported in the annual rail failure statistics, which fact warranted our attention
and effort in eliminating this type of failure. During the past six years considerable
progress has been made in decreasing this type of failure by changes in design and limit-
ing corrosion. It is the purpose of this .study not only to evaluate the effect of these stress
risers but also to suggest a practical correction of the defect in order to reduce these
failures further.
Work on this assignment was carried on at the Research Center by Kurt Kannowski
under the direction of G. M. Magee, employing a fatigue testing machine. The function
of this machine and a description of the rail specimen with a bolt hole is described in
some length in Appendix 9(a) in Bulletin 521, page 960.
To eliminate as many variables as possible, rails as rolled and inspected by the
producers were used. These rails were submitted for testing by the New York Central,
Louisville and Nashville, Pennsylvania, and Southern Railroads. The test specimens were
selected by the railroad personnel to represent stress risers such as gouges due to
improperly ground drills and burrs.
The severity of the defects varied from light to heavy drill gouges, from light to
heavy burrs, as well as the location of the brand on the edge of the hole. This last condi-
tion is caused by drilling through the brand, which is the producers identification in
raised letters and figures.
The segregations which occur frequently in rail steel affected the results to the extent
that data of failures with segregations had to be discarded. In connection with this con-
dition a metallurgical examination was made of the specimens which showed unexpectedly
early failures and of specimens which had a long fatigue life. In every case the struc-
ture and cleanhness of the steel was normal. The failures, excepting those due to the
segregations, were produced by the deformations.
A condition which shortens the fatigue life more than any other combination of
defects is a fatigue failure due to a brand and a burr.
Several methods of eliminating the effects of these deformations were investigated.
To ehminate the gouges, which have the least effect on the fatigue life, several specimens
were reamed. They showed a slight improvement over the standard drilled holes and
holes with gouges and a great improvement over holes with burrs and those drilled
through the brand. Results obtained in this investigation have definitely indicated that
the effect of the stress risers on the fatigue life of the rail section is very pronounced
and that all these stress risers around the bolt hole are produced in the manufacturing
process.
The statistical data definitely indicates that a bolt hole drilled with a dull or
Discussion 1161
improperly sharpened drill through a brand reduces the fatigue life of the rail by 50
percent.
Closer control of the manufacturing process would eliminate a considerable number
of detected and service failures in track.
Machining and cutting operations, such as reaming and chamfering, may not be
easily adaptable to the manufacturing methods or field operations by the railroads, even
though the French railroads claim great success in combatting bolt hole failures by ream-
ing. Peening by means of a special tool appears to be by far the most practical method
in that it can be adapted to use with any portable air or electric power tool. The shot
peening which showed best results in extending the fatigue life requires a type of equip-
ment which would not lend itself to adaptation to the rail production methods or to field
operation by railroads. Consideration should be given to this method in salvage yard
operation or in track equipment production. This report is presented as information.
Chairman Code: Thank you, Mr. Cruse.
There will be no oral report on Assignment 10 — Service Performance and Economics
of 78-Ft Rail, as we shall hear from Mr. Lamport, our subcommittee chairman, in the
panel discussion which will follow the presentation of our report.
We have no report on Assignment 11— Rail Damage Resulting from Engine Burns.
Is there any discussion at this time on any of the items being reported on by the
Rail committee? If not, that concludes the presentation of the report of Committee
4 — Rail, and concludes my term as chairman.
I am most grateful to the members of Committee 4 for their wholehearted support
during the past three years, and particularly to the subcommittee chairmen, who, after
all, are the real work horses of the committee.
I also want to thank Mr. Magee and his staff, and Mr. Howard and his staff, for
their support and cooperation.
Now I would like to present my successor as chairman of the Rail committee, Mr.
B. R. Meyers, chief engineer, Chicago and North Western System, and the new vice
chairman of the Rail committee, Mr. L. S. Crane, engineer of tests. Southern Railwav
Ssystem. (Applause)
President Miller: Mr. Code, your committee has again presented a very fine
report, and we are all looking forward now to your panel discussion. Before dismissing
your committee, I should like to present to your new chairman, Mr. Meyers, a gavel
which will be his symbol of authority in conducting his meetings. The band on this
gavel reads, "B. R. Meyers, Chairman, AREA Committee 4, 1955-19S7."
Mr. Meyers: Thank you. (Applause)
President Miller: The next item is our panel discussion, and I would point out
that this is a joint effort on the part of two committees, the Rail committee and the
Special Committee on Continuous Welded Rail, of which Mr. L. F. Racine is tne
chairman.
I will now turn the microphone over to Mr. Code, and dismiss his committee now
with the thanks of the Association.
1162 Rail
Panel Discussion on Standard Length of Rail Longer than 39 Ft,
and Continuous Welded Rail
Mr. Code: Will the members of the panel please take their places at the table.
First, I want to introduce the members of our panel. In order from my immediate
left they are: Mr. J. C. Dejarnette, Jr., chief engineer, Richmond, Fredericksburg &
Potomac Railroad; L. T. Nuckols, chief engineer, Southern Region, Chesapeake & Ohio;
E. J. Brown, chief engineer, Burlington Lines; L. F. Racine, chief engineer, Chicago,
Indianapolis & Louisville Railroad and chairman of the Association's Special Committee
on Continuous Welded Rail; and L. R. Lamport, chief engineer maintenance, Chicago &
North Western System.
Mr. Lamport, what is the present status of 78-ft rail?
L. R. Lamport (C&NW) : At the present time, Mr. Code, the interest in 78-ft rail
is increasing. Prior to 1950 there were 39.4 miles of 78-ft rail on the railroads of the
United States. Since 1950 203.4 miles have been laid, and in 1953 and 1954 this was
stepped up considerably. Of that 203.4 miles, 62.2 miles were laid in 1953 and 107.5
miles were laid in 1954.
Some usable rail in 72 and 74-ft lengths has also been laid, but your committee on
78-ft rail has not gone into that, because it was not part of its subject.
Mr. Code: How many roads are laying 78-ft rail in any quantity?
Mr. Lamport: Four seem to be laying 78-ft rail on more than an experimental
basis.
Mr. Code: In your opinion, does the decision handed down to us by the AAR
Board of Directors following its conference with the steel company representatives put
an end to consideration of 78-ft rail?
Mr. Lamport: No, I think not. It will possibly slow it down, because it will mean
that the railroads will have to weld to secure 78-ft rail. However, I feel that if more roads
would go into the economics of welding, they would find that they can produce 78-ft
rails as cheaply as they could get them from the steel companies, at least in the earlier
stages.
Mr. Code: Mr. Brown, I understand you have laid a considerable mileage of 78-ft
rail. What factors were considered in your decision to go ahead with such rail on a
large scale?
E. J. Brown (Burlington Lines) : Joint maintenance is responsible for 16 to 20
percent of all track maintenance. By using 7S-ft rail, with only one weld, we reduce the
number of joints by SO percent. If we went to 19S-ft rail with 4 welds, the additional
reduction would only be 30 percent. The 7S-ft rail presents no problem insofar as laying
is concerned. In fact, it lays a little faster than the 39-ft. Furthermore, very little problem
is introduced in the unloading of it.
In our adoption of 78-ft rail we considered the likelihood of damage to rail through
derailments. Rails of such length can readily be replaced, whereas damage to long
continuous stretches of rail might necessitate taking out the whole string.
We also considered the present of shelly fractures. Where such develop in continuous
welded rail, it would be necessary to take out the entire rail or to cut it where desired.
On our property we have to supply — from our new rail territory — repair rails for
about half the mileage of our railroad on secondary lines. In providing that rail, we feel
that the 78-ft rail could be handled much easier than longer stretches. At the present
time we have 140 miles of 78-ft rail in track.
Mr. Code: Have you obtained any 78-ft rail from the mills?
Mr. Brown: No.
Panel Discussion 1163
Mr. Code: It has all been made by welding?
Mr. Brown; Yes.
Mr. Code: Is the 78-ft rail made by welding as satisfactory in all respects as 78-ft
rail delivered as such from the mill?
Mr. Brown: We think so.
Mr. Code: How about alinement at the weld?
Mr. Brown: We have had a little difficulty with alinement at the welds, but this
has been corrected through improvements in our methods.
Mr. Code: How about the question of base reinforcement interfering with tie spacing?
Mr. Brown: We have had some trouble with this, but here again, I think that will be
solved. It has been solved by some railroads, by eliminating the bulge at the weld.
Mr. Code: Mr. Lamport, what is the status of the specifications for 78-ft rail?
Mr. Lamport: The subcommittee submitted a specification to the Rail committee,
and that, in turn was handled through the Joint Contact Committee with the steel com-
pany representatives, who have taken it in hand for study and such revision as they
may feel is necessary to fit mill practices.
Mr. Code: That refers, of course, only to mill-manufactured 7S-ft rail.
Mr. Lamport: That is correct.
Mr. Code: Mr. Lamport, in what kind of territory would you first consider the
laying of 78-ft rail?
Mr. Lamport: I would first consider laying it in troublesome stretches, such as was
done two years ago, I believe, by the Louisiana & Arkansas, where they laid 78-ft rail
over a swamp 10 miles in length. Through the 78-ft rail and reballasting, they have sub-
stantially increased their train speeds over that swamp, and will no doubt decrease their
maintenance costs along with it.
Mr. Code: You would pick out the locations then where joint maintenance >s the
most serious problem.
Mr. Lamport: Yes, if I were going to limit it to a portion of the laying.
Mr. Code: Mr. Nuckols, you have indicated that you are not sold 100 percent on
78-ft rail. What are some of your objections and misgivings?
L. T. NucKOLS (C&O) : Surely, the elimination of joints is desirable, Mr. Moderator,
but it seems to me there are several things that we should consider before we go into this
wholeheartedly.
For instance, if the rail comes from the mill in 78-ft lengths, we would be :i'aced
with the difficulty, in my situation, of proper drop-end cars for hauling the rail, and the
need for the larger cranes — which we do not have at this time — to hand!e them. Those
things have to be overcome before we can go to the 78-ft rail.
Mr. Code: Is there any objection to laying 78-ft rail in mountain territory?
Mr. Nuckols: In my opinion, yes.
Mr. Code: Due to the necessity for transposition, due to curve wear?
Mr. NiTCKOLs: Unfortunately, we still have individual rail failures on our railroad.
Maybe some do not. We find it is a whole lot more desirable to change out a .W-it rail
than it would be to change out a 78-ft rail. We don't have sufficient forces to handle
78-ft rail, whereas we can handle 39-ft rail.
Mr. Code: Mr. Lamport, would care to comment on the question of changing; out
a defective 78-ft rail?
Mr. Lamport: I don't believe it presents very much of a problem. Of course, it
takes a little different handling than in the case of .?0-ft rail, but our failures in 78-ft
1164 Rail
rail have not created any problems to speak of. You can change out a 78-ft rail with
two 39's if you don't have the 78-ft rail on hand, but we keep a stock of 78-ft rails.
Mr. Code: How does the cost of material per mile compare for 78-ft rail made by
welding, and .^9-ft rail, assuming $10 per ton for the cost of welding?
Mr. Lamport: I don't have the answer on that basis. I have computed vnat a joint is
worth .^0.65, including the bond, and a modest figure for a weld is $12, whi h I think
can be reduced to somewhere in the neghborhood of $10. On that basis the v ided rail,
that is, the 78-ft rail, would cost $297 a mile more than the jointed rail, assuming that
the anchorage is the same, which is true with most 78-ft rail being laid.
Mr. Code: Mr. Brown, what is your cost of welding 78-ft rails?
Mr. Brown: Our average cost has been about $12.
Mr. Code: About $12 per weld?
Mr. Brown: And as Mr. Lamport has said, that can be reduced. We find that
to reduce the cost of welding, it is advantageous to check and double-check the welding
crew.
Mr. Code: Mr. Lamport, we've been talking about 78-ft rail, whereas I believe
our topic was standard lengths of rail longer than 39 ft. What were some factors con-
sidered by the Rail committee in deciding to concentrate its efforts on the 78-ft length?
Mr. Lamport: Primarily the handling and shipping. The 78-ft rail can be handled
better than any longer length, and it was deemed advisable not to go below that.
We can handle 7S-ft rail either on two flat cars or on 6S-ft drop-end gondolas with
an idler. Furthermore, it can be worked in with 39-ft rail, particularly around switches,
where you might have some 39's, and a 193^-ft joint stagger is better than some other
length.
Mr. Code: The possibility of replacing one 78-ft with two 39's in the event of failure
didn't appear to be an important factor?
Mr. Lamport: I don't think it was brought up at the time the questionnaire went
out and the answers came in from the various railroads.
Mr. Code: Mr. Brown, what type of crane equipment is needed to handle 78-ft rail,
that is, in laying and in unloading?
Mr. Brown: The same equipment can be used in either case. There is a crane with
a SS-ft boom, with spreader bar, with which this can be accomplished.
Mr. Code: Other than the crane, what special rail-laying equipment, if any, js
necessary ?
Mr. Brown: None, if you have a crane with the required capacity.
Mr. Code: Mr. Lamport has covered the method of loading as to cars. Mr. Nuckols,
do you anticipate any difficulty in handling 78-ft rail from the point of manufacture to
the point where it is to be laid?
Mr. Nuckols: I think we would be faced with the difficulty I mentioned before.
There is the matter of equipment and the handling of the rails. Mr. Brown seems to
have overcome these pretty well; it sounds reasonable. We have had no experience with
it up to this point.
Mr. Code: Mr. Lamport, what are the maintenance economies of 78-ft rail versus
39-ft rail?
Mr. Lamport: On the basis of information we have at present, the 78-ft rail will
cost from $300 to $400 per mile less than the 39-ft rail for maintenance.
Mr. Code: Mr. Brown, what is your view as to the total first cost per mile of 78-ft
rail versus 39-ft rail?
Mr. Brown: I don't have figures available for that, Mr. Code.
Panel Discussion 1165
Mr. Code: How much expansion allowance should be made in laying 7cS-ft rail, Mr.
Brown?
Mr. Brown: We use the same expansion as we do with the conventional 30-ft rail.
Mr. Code: The same. You make no additional allowance for additional length?
Mr. Brown: That is right.
Mr. Code: Mr. Lamport, in your experience, does 78-ft rail have a tendency to
develop its own expansion — that is, to push itself out in warm weather, so that the total
expansion finally approximates the theoretical requirement?
Mr. Lamport: With proper anchorage, I see no reason why 78-ft rail should ever
reach the theoretical. It has not done so with us. We started out with 1^ times the
expansion of the 39, then we laid it with 1^4) and found that was too much. Now, as
Mr. Brown has stated, we lay it with the same allowance for expansion as we do the 39.
Mr. Code: And you find you are able to hold it?
Mr. Lamport: That is correct.
Mr. Code: Mr. Brown, how should 78-ft rail be anchored?
Mr. Brown: We anchor our 78-ft the same as we do the conventional 39-ft rail.
Mr. Code: You don't find any additional anchors are necessary?
Mr. Brown: No, sir.
Mr. Code: Is it essential, Mr. Brown, that 78-foot rail be end-hardened?
Mr. Brown: We end-harden it, yes.
Mr. Code: You think that is highly desirable?
Mr. Brown: Yes.
Mr. Code: Mr. Brown, can 78-ft rail be worked — that is, raised, tied and ballasted —
in hot weather, or weather that is warmer than the temperature at which it was laid?
Mr. Brown: I think that is one of the definite advantages of the 78-ft rail versus
the longer rail.
Mr. Code: In the event of a rail failure, how do you handle it, Mr. Brown? Do you
replace with 78-ft or with two 39's?
Mr. Brown: Well, out of 140 miles, we haven't had a failure yet, so that hasn't
confronted us, but I think we would put in two 39's, at least temporarily, until we
could supply a 78-ft rail. We don't carry the 78-ft, as such, on the individual sections
for emergencies.
I might say that in laying our 78-ft rail we break the joints 19 ft o in, so that if we
do drop a 39-ft length in we always have broken joints.
Mr. Code: You still have proper stagger.
Mr. Brown: That is right.
Mr. Code: Gentlemen, that concludes the time that we had set aside for direct
questioning of the panel by the moderator. We have 10 min in which we can entertain
some questions from the floor.
Question: Does that cost per joint for welding include the additional handling
necessary to take the 39-ft rail to the welding spot and then out on the line.
Mr. Lamport: It does. That is the complete cost, from the time the rail comes into
the welding setup until it leaves on cars again.
E. S. Birkenwald (Southern): I wonder if Mr. Brown can clear up this point. He
said that he uses as many rail anchors for the 78-ft rail as he does for the 39-ft rail.
Does he mean that the number he uses for the 39 applies to the 78, or is it double the 39 ?
Mr. Brown: Double the 39-ft rail.
Mr. Code: The same number of anchors per mile?
Mr. Brown: That is right.
1166 Rail
Question: I'd like to know what weight rail they are using.
Mr. Lamport: I believe Mr. Brown's rail is both 112-lb TR section and 129-lb TR
section. We are using 115-lb. The other large users are using ll5-lb.
On any weight of rail above 115, I see no reason why they shouldn't weld it as well
as the 115 and 120.
Question: Mr. Lamport, are you comparing your cost against a four-hole joint?
Mr. Lamport: No, that was based on a six-hole joint.
L. V. Johnson (Soo Line) : Welding the 78-ft rail shortens the rail. Mr. Brown has
never changed one out, but maybe Mr. Lamport can say how the two 39-ft lengths lit
in the shorter 78-ft length.
Mr. Lamport: I can't answer that for you, because we haven't had any experience
with it either, but I would say that the difference there is about ^ in, and I'm sure
you have bumped rails to pick up three-quarters of an inch.
W. D. Almy (CRRofNJ) : We use 140-lb rail on our railroad. We're having consid-
erable trouble with the upset on the base. As I understand it, with 100-lb you have prac-
tically no trouble with the upset. You can grind it off, but as you get up to the 140-lb
section, your base drops down so that if you grind it off you're going to grind off some
of your original metal. I am very much interested to find out how you folks are over-
coming this upset problem.
Mr. Code: Mr. Lamport, would you care to comment on that?
Mr. Lamport: We have not ground off any of the upset on the underside of the
base as yet, so I cannot answer that.
Mr. Code: Have you had any experience with that, Mr. Brown?
Mr. Brown: No, sir, we haven't. Of course, it's necessary either to split your tie
plate or cut a hole in the tie plate to accommodate this bulge, or to space your ties.
Mr. Code: Possibly Mr. Racine could comment on that, from the information
gathered by the Committee on Continuous Welded Rail? Mr. Racine.
L. F. Racine (CI&L) : We did have some discussion about that in the committee,
and Mr. Magee, director of engineering research, AAR, went into that quite thoroughly.
He reported verbally on November 9, 1954, that he had completed rolling-load tests on
six specimens of gas pressure-welded joints, three having and three not having the upset
metal removed from the rail base.
With the assistance of graphs, Mr. Magee explained how two specimens were tested
under a wheel load of 65,000 lb. The specimen with the metal bulge failed after 115,000
cycles, whereas the specimen with the bulge ground off withstood 600,000 cycles before
failure.
He continued with this test, down to a 55,000-lb wheel load, and the specimen having
the bulge failed at about 650,000 cycles, whereas the specimen with the bulge removed
did not fail up to 2,000,000 cycles, when the test was stopped.
It indicates that the fatigue strength here increases, but there was some question in
his mind about the drop test that was made. The two specimens were sent to the steel
mills, and I was surprised to hear that the specimen having the upset metal removed
failed on the first blow, whereas the specimen having the bulge did not fail until the
fifth blow.
I think he has requested that six additional specimens be sent to the mill for check
on this drop test. He doesn't want to put his reliance on the one test.
So it would seem that you are perfectly safe in removing the bulge, or the upset
weld, at the base.
Mr. Code: Do you know the weight of the.se rails.
Panel Discussion 1167
Mr. Racine: They were 115 and 132-lb, as 1 recall.
Mr. Code: Mr. Almy, I think you called attention to a very important point, and
one that we probably don't have the final answer on, which requires some further devel-
opment. I believe your railroad has done quite a lot in the way of working with long
length rails; would you care to tell us a httle bit about your experience with it?
Mr. Ai.mv: We have about 10.^ miles of welded rail, ie., 78-ft rail. In addition, we
have also cropped our rails coming out of track, and have put out 70-ft second-hand
welded rails which have been used very successfully in our main track ; sometimes we
have subsequently cropped that coming out of the main track and used it in yards.
This problem of the upset, of course, is one with which we are vitally concerned.
Formerly, we cut off the tie plates, or portions of them. Then we started moving our ties.
However, you can't do this very well on bridges.
As I mentioned a few minutes ago, our biggest problem is grinding off the upset
on 140-lb rail. When you weld it, you not only have an upset on the base of the rail,
but the base seems to drop slightly, so that if you were to grind it off, you would be
grinding off some of your original section.
I understand from the Oxweld people that they, too, are experimenting with this.
They seem to think that proper methods of heating and proper placing of the flame will
eventually overcome this problem.
On our railroad we stagger our joints 19J^ ft. Also, we probably put our anchors
in a little differently from other roads. We put them in at the center of the rail, 16 of
them to a rail. Consequently, we do not have our anchors opposite each other. So far,
this has proved very satisfactory. I haven't been able to find any ties that were sluing
on this account.
So far as the space between rail ends is concerned, we are still using IJ/2 times
that used for a 39-ft rail.
Mr. Code: Thank you very much, Mr. Almy.
That about uses up our time for the 78-ft rail problem, so we will commence the
panel discussion on continuous welded rail.
Mr. Racine, what is the present status of continuous welded rail? How much has
been laid in recent year, and how much is programmed for this year?
Mr. Racine: The total mileage of continuous welded rail, as near as can be ascer-
tained, from 1933 to 1951, incl., amounted to 247.S miles, of which 208.6 miles was in
open track and 38.9 miles in tunnels. This mileage increased appreciably through the years
1952-1954.
The rail sections involved vary from 90-lb to 140-lb, with the 131 to 140-lb account-
ing for approximately 75 percent of the total mileage.
In 1952, on 23 railroads throughout the United States, a total of 33,783 welds
were made, of which approximately 40 miles were of continuous welded rail. The balance
was in double and triple lengths in various locations.
In 1953 a total of 48,987 welds were made on 17 railroads throughout the United
States, with approximately 80 miles of continuous welded rail, and the balance on double
and triple-length rails used on miscellaneous projects.
The proposed rail welding for 1955 is problematical. We have secured some informa-
tion from the Oxweld people, and from the Matisa Corporation, and it looks as though
there will be a possible total of 235 miles 01 continuous welded rail using the Oxweld
method, laid on 15 railroads throughout the United States in 1955, and approximately
90 miles using the Matisa flash butt weld, or, at the end of 1955, there should be approxi-
mately 750 miles of continuous welded rail in service.
1168 Rail
Mr. Code: What methods of welding have gained general acceptance?
Mr. Racine: The oxyacetylene pressure weld accounts for practically all continuous
welded rail. The Matisa Corporation is now entering the field with the flash butt weld,
and this competition will be welcomed. There has been some talk about the Sperry
Corporation entering the field, but there is nothing definite about that at the present
time.
Mr. Code: What is the view of your committee as to the relative economy of
continuous welded rail on a long-range basis?
Mr. Racine: The committee seems to think there is considerable saving through the
use of continuous welded rail; that there should be a saving of probably $650 a mile
in joint maintenance.
Mr. Code: What is the present thinking as to the best temperature for laying
continuous welded rail?
Mr. Racine: There is some question about the temperature at which the rail should
be laid. It is recommended, however, that wherever practicable the rail be laid during the
summer season, preferably at temperatures ranging between 70 and 90 deg F.
In locations in the extreme South and in the extreme North, these limits should
probably be slightly increased or decreased, respectively. Continuous rails have been
installed at temperatures as low as 28 deg F and as high as 130 deg.
It is recommended that any out-of-face surfacing, lining, tie installation, etc., be
done at temperatures comparable to those at which the continuous welded rail was laid.
While we have no definite information about this, you shouldn't attempt to do any of
this work at temperatures 15 deg above that at which the rail was laid, and the work
should preferably be at temperatures lower than that at which the rail was laid.
Mr. Code: Mr. Dejarnette, what do you find to be good practice with regard to
working continuous welded rail in warm weather?
J. C. DeJarnette, Jr. (RF&P): The nearer the original laying temperature, the
better, but if you don't take too much liberty with it, and disturb only a small piece
of track at a time, you can work at considerably higher and lower temperatures.
Mr. Code: On a long-range job where rail must be laid at widely varying tempera-
tures, should anchoring and end expansion be adjusted later?
Mr. DeJarnette: Yes.
Mr. Code: You have had some experience with that?
Mr. DeJarnette: Yes.
Mr. Code: In other words, you start out on a long program of laying continuous
welded rail and you probably have to take the temperatures the way they come.
Mr. DeJarnette: That is right. When you make your plans and divert your traffic,
you have to carry your plans through.
Mr. Code: Have you had any difficulty with alinement at the welds in continuous
welded rail?
Mr. DeJarnette: We had some difficulty with the first welds that we made, but
we have improved our roller line beyond the normalizer, and have eliminated most of the
difficulty with the joints.
Mr. Code: You are getting good aUnement now?
Mr. DeJarnette: Yes.
Mr. Code: Mr. Racine, how should closure welds be made?
Mr. Racine: Closure welds are made according to the desires of the individual rail-
road. Some prefer the field weld rather than the conventional joint closure, and both
have been satisfactory.
Panel Discussion 1169
I understand that the Santa Fe is now using the conventional joint instead of the
field weld.
Mr. Code: Mr. Dejarnette, how do you feel about closure welds?
Mr. DeJ.arnette: We have eliminated the closure welds. We lay most of our rails
in strings of 3Q-ft rails welded together, and use the conventional joint in the field.
Mr. Code: Mr. Racine, has there been any disposition in this country to use a type
of weld which may be made in track, except for closure welds?
Mr. Racine: The committee has not learned of any attempts in this country to
make welds in track other than the closure weld. Some such welds may be made in
foreign countries, but no definite information is available.
It is the consensus that the welding of continuous welded rail should be done at a
plant site near the location where the laying is to be done. However, in the past few
years it has been the practice to ship continuous welded rail in long lengths for consider-
able distances. For instance, the Northern Pacific shipped rail welded at Big Timber,
Mont., to the Pacific Coast, with no special problem.
Mr. Code: What type of weld is generaly considered best for closure welds?
Mr. Racine: The oxyacetylene weld is the only weld that I know anything about.
Mr. Code: Mr. Dejarnette, do you find it necessary to make any special provision
with respect to the joints at the ends of welded stretches — insulated joints, for instance?
Mr. DeJarnette: We put in short rails each side of the insulated joints, and at the
ends of the strings we extend our anchoring pattern six rail lengths on the conventional
rail.
Mr. Code: This matter of using short rails adjacent to the insulated joint — was that
the result of your experience with some difficulty?
Mr. DeJarnette: Yes. We had difficulty with the thimbles in the insulated joints;
the bolts wore through the thimbles.
Mr. Code: In other words, the additional expansion provided by a couple of short
rails takes care of that?
Mr. DeJarnette: Yes.
Mr. Code: How should continuous welded rail be anchored, Mr. Dejarnette?
Mr. DeJarnette: We have accepted the recommendation of the Committee on
Continuous Welded Rail for anchoring. Starting at the end of the string, we anchor six
rail lengths, boxing every tie. Between the end anchoring we box anchor every other tie.
We do this so that in case there is a break the rail won't pull apart.
Mr. Code: That is to avoid difficulty where a break occurs in the center of a
stretch ?
Mr. DeJarnette: That is right.
Mr. Code: Mr. Nuckols, your road has not seen fit to lay any long stretches of
continuous welded rail, and there are many others like you. What considerations make
you hesitate?
Mr. Nuckols: Our railroad is a little crooked in places, Mr. Moderator (Laughter).
I am very much interested in what has been said about the surface on the base of
the rail — about getting off the upset material. We try to work on the top, as well. I don't
know whether the panel is supposed to seek information, but I would like to know what
these other fellows are doing in trying to get good surface on the top of the rail.
Answering your specific question, the terrain traversed by our railroad generally —
except in a few instances along the river beds — is in mountainous territory, with heavy
curvature, and we do not think at this time that laying continuous welded rail in such
territory is the proper thing to do, because, as I said before, occasionallv we have a rail
1170 . Rail
fail in track, and it would be rather difficult, as well as costly (we estimate $60) to
change out a ,^0-ft section of rail.
Mr. Code: As to your question about the top surface, 1 wonder if Mr. Uejarnettc
would want to comment on that? I presume you refer to unsatisfactory alinement?
Mr. Nuckols: Upset at the joint.
Mr. DeJarnette: We cut part of the upset off the base and grind the edge of the
base to straight-edge alinement. Then we cut out the tie plate to accept the additional
metal on the base.
Mr. Code: Mr. Racine, what is the additional cost of continuous welded rail, per
mile, compared with jointed track, including the additional anchors?
Mr. Racine: We haven't developed anything too accurate on that. Statements have
been made that continuous welded rail will cost all the way from $2000 up to $3000 per
mile more than conventional rail. We expect to have some reliable information on this
at the close of this year.
Mr. Code: Do you have any cost figures, Mr. DeJarnette?
Mr. DeJarnette: No.
Mr. Code: Mr. Racine, I believe I asked you before about removing the reinforce-
ment, and you covered that in connection with the 78-ft rail.
Mr. Racine: I might say, Mr. Code, that Mr. Magee was satisfied with the fatigue
tests as developed by the rolling-load tests, and is willing to advise anyone who desires
to remove the upset metal from the base of 115 or 132-lb rail to do so, because the two
sections have a great deal more reserve strength in them than is needed for today's
service.
Mr. Magee is in the audience. Maybe he'd like to say something on that.
Mr. Code: Mr. Magee, do you want to comment at this time?
Mr. Magee: Mr. Racine has stated the situation accurately. We undertook to make
some tests for the committee, to compare the effect of welds where the bulge was removed
and where it was left on, and the fatigue test showed that removing the bulge from the
base did increase the fatigue strength, because of the fact that it eliminates the change
in section and the stress concentration effect that is produced at the bulge.
We were puzzled by the results in the drop test, and before we issued any final
report on it, we thought that we would like to repeat the drop test and be sure of those
results. However, as Mr. Racine stated, I feel that we have so much reserve strength
in the 115 and 132-lb sections, from the standpoint of bending stresses, that we don't
need to be too much concerned about some reduction in strength due to removal of
the bulge.
Mr. Code: Thank you, Mr. Magee.
Mr. Lamport, have you heard of any road which has had difficulty with the bulge
at welds, laid between the' ties, running up on the tie plates, due to creeping?
Mr. Lamport: No. I have not.
Mr. Code: Mr. Racine, have you heard of any road that has had such difficulty ?
Mr. Racine: When continuous welded rail was first installed, they didn't have it
properly anchored, and they did have some trouble with the rail running to the extent
that the bulge did get on top of the tie and the plate. However, in the last few years
they have had no trouble at all because the rail has been properly anchored, and you don't
get that run.
Mr. Code: I might comment that, although Mr. Lamport didn't hear about it, on
our 78-ft rail we did have some trouble like that. Presumably, we didn't have enough
anchorage.
Panel Discussion 1171
Mr. Nuckols. many roads follow a definite program of buying new rail for their
main line only, taking care of branch lines by re-laying rail from the main line when
it has gotten to the point where the cost of maintaining line and service for high speed
has become excessive. Would this consideration make you hesitate to embark on ;i
program of continuous welded rail?
Mr. Nuckols: Definitely. On our railroad we use the released rail from main Jines
in maintaining our side or branch lines, as well as for newly constructed lines. If we
were to go into welded rail to any great extent, we feel that it would be most difficult
to handle this rail for replacement in branch lines or in newly constructed lines.
Mr. Code: Mr. Dejarnettc, I gather you don't have that problem?
Mr. DEjARNErrE: No. We have to get total use out of the first application.
Mr. Code: Mr. Brown, you evidently prefer the 78-ft rail to continuous welded rail.
What objections do you have to continuous welded rail?
Mr. Brown: We don't have any objections to continuous welded rail as such.
Probably I could sell Mr. Nuckols some 78-ft rail rather than continuous welded
rail, to take care of his secondary lines. That is our problem. We think v^e can handle
the 78-ft rail about the same as we handle the conventional 39 for our secondary lines.
Mr. Code: It fits in better with your maintenance cycle than the continuous welded
rail, does it?
Mr. Brown: Yes.
Mr. Code: Mr. Dejarnette, what is your thinking about the problem of detailed
fractures from shell in continuous welded rail?
Mr. DeJarnette: We have not had that problem since we adopted the 140-lb PS
sections.
Mr. Code: In other words, you think it's a relatively minor problem?
Mr. DeJarnette: I do; yes.
Mr. Code: Mr. Brown, how does the problem of transposing rail affect your thinking
about continuous welded rail ?
Mr. Brown: With the 7S-ft we don't have any diftkulty. With continuous welded
rail, I'm not in a position to say.
Mr. Code: Mr. Lamport, in case of a transverse break in a stretch of continuous
welded rail, what is the likelihood of having it pull apart excessively in cold weather?
Mr. L.\mport: It will, no doubt, pull apart to some extent, but if it is properly
anchored, I don't think the pull-apart will be enough to cause a derailment. No doubt,
you would feel it when going over it, but with the proper anchorage I don't think it
would puH apart enough to create a hazard.
Mr. Code: Would you follow the practice of intermediate anchorage mentioned b>-
Mr. DeJarnette?
Mr. Lamport: Yes. We have enough intermediate anchorage so we feel that the
sections of (you might say) conventional anchorage in between will not be long enough
for any great pull-apart.
Mr. Code: We have about 10 min now for discussion and questions from the floor.
Would someone care to present a question to the panel ?
C. J. Gevek (Retired vice president, construction and maintenance, C&O) : From
the various panel replies, Mr. Code, I understand they do not know the relative cost
of 39 and 78-ft rail, nor do they know the cost of the continuous welded rail — that is, the
annual cost per mile. I am wondering how any road can reach a decision as to the
method or type of rail to use if they do not know the relative cost involved.
1172 Rail
Mr. Code: I believe I neglected to ask Mr. Lamport a question about the annual
cost of 78-ft rail versus 39-ft rail. I think he has some information on that.
Mr. Lamport: I think I answered you that the annual cost of maintenance on 78-ft
rail, as compared with the 39-ft rail, is (on the basis of the best information available)
•i^iOO to $400 less per mile, per year.
Mr. Geyer: Is that just maintenance or does that take in the cost of the rail and
the labor in laying it, etc.?
Mr. Lamport: The only difference you have in the initial cost is an estimated $297
per mile for laying, which includes labor and material. The maintenance cost is based
on labor and joint replacement, welding rail ends, etc.
Mr. Code: In other words, that first cost of approximately $300 per mile would
have a relatively small effect on the annual cost.
Mr. Lamport: That is correct.
Mr. Code: Mr. Racine, I'm not sure whether you gave us a relative maintenance
cost for continuous welded rail. It seems to me you told us that this was under study,
and that you did not have a conclusion as yet. Is that right?
Mr. Racine: That is correct. We have no accurate information, simply because
there is no continuous welded rail that is ready to change out.
I think the Delaware & Hudson probably has had some experience, but it's going to
require that we wait until some of these railroads that have continuous welded rail give
us some figures on it.
As I stated previously, .several railroads have indicated that the average cost is
between $2000 and $3000 per mile more for continuous welded rail, but they feel that
they will have a saving of probably $650 a mile in maintenance. They think the Ufe of
the rail will be increased, of course, in the continuous welded rail.
Mr. Code: Mr. Dejarnette, I believe you had some views on possible savings in
connection with continuous welded rail.
Mr. DeJarnette: No detailed figures, Mr. Code. We laid our first continuous welded
rail in 1950. It was tamped after laying. We have spent $460 in labor on that 2 -mile
stretch, and we don't anticipate any out-of-face working for the next 2 to 3 years.
Mr. Code: But you don't have any direct comparison of that track with the cost
of maintaining jointed track?
Mr. DeJarnette: No. We're going to keep figures on that in comparison with the
adjacent track.
Mr. Code: Any other questions from the floor?
Question: Has there been any increase in the cost because of the additional anchors
made necessary by continuous welded rail, and have you considered a cycle replacement
of the ties with continuous welded rail?
Mr. Code: Would you care to comment on that, Mr. DeJarnette?
Mr. DeJarnette: We anticipate cyclized maintenance on continuous welded rail.
So far we have not had any tie renewals on this rail since it was originally installed.
Mr. Code: You don't anticipate that the additional anchorage is going to cause you
any reduced life of your ties?
Mr. DeJarnette: No.
Mr. Code: If Mr. Ferris is in audience, we'd like to ask him a question. Mr. Ferris,
would you like to comment on the problem of taking care of a broken rail in a long
stretch of continuous welded rail?
P. O. Ferris (D&H) : If the break occurs during the regular working hours when
men are readily available, we go out with a saw, a power wrench and a drill and cut out
Panel Discussion 1173
a 3Q-ft piece and replace it with a 39-ft rail. If it happens during the night or at hours
when the regular track force is not available, or when there may be a question of getting
together the necessary number of men to take care of it, wc have some 19-ft, 6-in rails
that can be handled by small gangs, all drilled and ready to put in. We then go back
at some advantageous time later and put in a 39-ft rail.
Mr. Code: You don't attempt to rewcid the track? Vou leave the jointed rail in?
Mr. Ferris: That is correct.
Mr. Code: Is there any problem in taking care of expansion?
Mr. Ferris: No. Of course, you must try to keep the track the way it is found and
don't let it move as you start to put in your rail to replace the section of welded rail
removed.
Sometimes we would tind failures of Thermit-pres.surc welds where the rail pulled
apart at the weld 1J4 in to 1^4 in, the rail running back through the fastenings in each
direction 3 to sy^ rail lengths.
The policy is to keep the rail in tension wherever it can be done. Therefore, care
must be used to hold the stretch of rail exactly as it is found by tightening the clip bolts
to prevent it from further movement when the rail is inserted to replace the section of
welded track removed.
Mr. Code: Thank you very much, Mr. Ferris.
Are there an>' further questions from the floor? If not, 1 v\'ant to thank the members
of the panel very much for their help, and our audience for their kind attention and their
contributions to the discussion.
President Miller: Mr. Moderator, Mr. Lamport, Mr. Brown, Mr. Nuckols, Mr.
Racine and Mr. Dejarnette, we greatly appreciate your discussion. Your panel, unlike
some TV panels I have seen, had no secrets — and the participants received no prizes.
The ideas expressed in your discussion are truly statements of fact based on the
actual experience of several major railroads m this country. While our experience on the
Canadian Pacific in the use of 78-ft rail has not been very extensive, it is quite evident
that no serious difficulties have been experienced. There seems to be an economy in
maintenance costs, with no unexpected increase in cost of material or any serious evidence
of defects.
The use of continuous welded rail is being progressed on a moderate scale. There
appears to be some fear of the effect of temperature on track work, such as surfacing
and heavy tie renewals. There are also a few problems, such as anchorage, insulated
joints, upset material on the base, and cost of changing rail in curved territory. But we,
as an Association, are most interested in these two problems which you have discussed,
and if you will continue to keep us informed through your committee reports, it will be,
indeed, a great help to the industry.
The attendance and careful attention given to this panel discussion indicate that this
method of discussing a problem is most acceptable. I hope we can do this again at a
future convention.
The presentation of the panel discussion completes the technical phase of our annual
meeting. I am sure that great benefit has resulted from the presentation of our committee
reports and special addresses, and I want to take this opportunity to thank again all of
those who participated in any of these features.
Before we begin the closing session of our convention, I should like to announce —
primarily for the benefit of the newly elected members of the Board of Direction— that
1174 Closing Business
there wall be a Board luncheon today at 12:45, in Dining Room 0, to be followed by a
meeting of the Board in Room 6 at 2 pm.
As a matter of record, I should like to say that the registration at this convention
has been 2375, which I believe is an all-time high.
Closing Business
I now call to order the closing business of this convention. Is there any other business
to come before us?
F. S. ScHwiNN (Missouri Pacific) : Mr. President, may I have the privilege of the
l!oor?
Mr. President, members of the Association, ladies and guests: In these days (prob-
ably I should say years) of mistrust and distrust between nations, of suspicion, of hatred,
of animosity between peoples of this earth, it is a distinct relief to note the feeling ol
brotherhood, of neighborliness, between Canada and the United States. That feeling,
gentlemen, has been wonderfully shown by your president of this past year — an officer
of the Canadian Pacific Railway. It is proper that this Association should show its
appreciation of that man's endeavor to stifle — and to erase — that spirit of animosit>-
that is now so very, very noticeable on this earth.
In showing our appreciation, this Association has honored me with the privilege
of presenting a lasting token to him, a token of appreciation in this plaque. I will read
every word of its inscription so that you will know how we all feel.
"The American Railway Engineering Association records its grateful appreciation to
George Webster Miller for his able administration of the affairs of this Association
during his term as President, 1954-1955."
Mr. Miller, I can only add for the Association — well done, good and faithful servant !
(Applause)
President Miller: Mr. Schwinn, you were very kind in those remarks.
I recall a motto that we have in one of our engineering associations in Canada. It is
this: "Silent service is not enough." I throw that to you as a challenge in our own railway
association work, and to you as citizens.
There are times and occasions in the lives of most men that they treasure and want
to remember always. My year as president of this Association has been such a time.
I have enjoyed it, and all that it has brought me, more than I can tell. I am very happ\
to receive this plaque, and I will keep it as a constant reminder of a very happy period
in my life. (Applause)
The close of our 1955 annual meeting marks the end of service on the Board of
Direction of one of our past presidents, Mr. C. J. Geyer, retired vice president — con-
struction and maintenance, Chesapeake & Ohio Railway, under the present practice
wherein past presidents remain on the Board of Direction for only two years after their
terms as president.
The Association is deeply indebted to Mr. Geyer for his long and valued service
to the Association in an official capacity, for his special service on many Board committees,
and for his always sound counsel.
I should be pleased if Mr. Geyer would stand and be recognized. (Applause)
The terms of office of four other members of the Board of Direction terminate with
this annual meeting. I refer to Directors M. H. Dick, editor, Railway Track and Struc-
tures, and western editor, Railway Age; E. E. Mayo, now vice president, Southern
pacific Pipe Lines, Inc., formerly chief engineer, Southern Pacific Company; S. R. Hursh,
Closing Business ^175
chief engineer, system, Pennsylvania Railroad; and Ray McBrian, engineer of standards
and research, Denver & Rio Grande Western Railroad. All of these men have served your
Association diligently and well.
Mr. Dick, Mr. Mayo and Mr. Hur.'^h are retiring from the Board after a term of
three years. Will these gentlemen please stand and be recognized? (Applause)
Mr. Hursh was not able to be present today.
Mr. McBrian, as you probably know, is remaining on the Board, and I will recognize
him later.
At this time I also want to express my deep appreciation to Mr. Laffoley, chairman
of the arrangements committee, and to the members of his committee, for only by being
on the inside — as I have been for the past year — can one fully appreciate the magnitude
of the details which are planned and carried out by this committee in order that our
convention may be a success.
While all members have served diligently and well, I want to make special mention
of one member of that committee who has served diligently and well for the past .^0
years, and who will retire from the committee at the close of this convention. I refer
to Mr. Guy P. Palmer, retired regional engineer, construction and maintenance, Balti-
more & Ohio-Chicago Terminal Railroad, who has been a member of our Committee on
Convention Arrangements since 1025, and who served as chairman during the admin-
istrations of President Bond, 1041-1042, President Layng, 1944-1045, and President
Chinn, 1947-1948.
At the meeting of the Arrangements Committee on Monday of this week, Mr.
Palmer's resignation was accepted as of the close of this convention, and he was imme-
diately and unanimously elected to the honorary status of Honorary Member of the
committee, an honor reserved only for those who have rendered long outstanding service
to the Association through the committee.
As tangible evidence of this honor bestowed upon Mr. Palmer, I would like to
present him with an engraved pocket card which reads, "This card signifies that Guy P.
Palmer has been awarded the honorary degree of Honorary Member of the Committee
on Convention Arrangements of the American Railway Engineering Association, for long-
standing, meritorious service to the committee."
Mr. Palmer, will you please come forward? (Applause)
G. P. Palmer (B&OCT): Thank you very much. (Applause)
President Miller: While recognizing people who have played an important part in
the functioning of this convention. I would be negligent if I did not make special
mention of the group of ladies, under the direction of Mrs. Howard, who gave so kindly
of their time to serve as hostesses in the ladies' registration room. The .Association is
appreciative of the work done by these ladies. (Applause)
It is now my great privilege and pleasure, as your retiring president, to introduce
to you the Association's new officers for the ensuing year.
Our senior vice president for the year ahead is Mr. William J. Hedley, assistant
chief engineer, Wabash Railroad, who, under the Constitution, automatically advances
to this position from that of junior vice president. Mr. Hedley, will you please come to
the platform? (Applause)
Your newly elected junior vice president is Mr. Ray McBrian, engineer of standards
and research, Denver & Rio Grande Western Railroad. Mr. McBrian has been a director
of our Association since March, 1052, and is known to most of you through his other
widespread activities,
1176 Closing Business
Mr. McBrian, will you please come to the platform and stand here with Mr. Hedley?
(Applause)
Mr. Hedley and Mr. McBrian, I congratulate both of you upon your elevation to
high office in our Association, and wish for you every success in your efforts in behalf
of the Association in the years immediately ahead. You have contributed much to the
Association in the past, and I am sure we can expect much from you in the future.
As your president for the year ahead you have elected Mr. G. M. O'Rourke, assistant
engineer maintenance of way, Illinois Central Railroad. I have asked that past presidents
Chinn and Grove escort Mr. O'Rourke to the platform. (Applause)
Mr. O'Rourke, it is a great honor for me to proclaim you the newly elected president
of the American Railway Engineering Association. I turn over my responsibilities to you
with the greatest of confidence in your ability to carry forward the objectives of the
Association in the year ahead.
(President-elect O'Rourke assumed the chair.)
President O'Rourke: Mr. Miller, it is a privilege and honor to succeed you, sir,
as president of this Association. Your administration has been one to be proud of.
Speaking for the officers and members of this Association, we thank you for a job
well done.
Members, ladies, guests of the Association, and friends — and truly, you are my
friends, or otherwise you would not have reached so far down on the totem pole to get a
chief to manage the affairs of this Association for the ensuing year — after SO years of
maintenance engineering experience, to be elected to the presidency of this Association
is probably the finest thing that has ever happened to me. This moment will remain a
highlight in my memory, to sustain me in the days to come.
As I look back over the years that I have been a member of this Association, and
recall the Illinois Central men who preceded me in this office, I am filled with conflicting
emotions, ranging from pardonable pride to deep humility. The organizer and first
president of this Association was John F. Wallace, chief engineer of the Illinois Central.
Fifty years later C. H. Mottier served as president, during our Golden Jubilee year.
Included between those two men from my railroad who were honored by the Association,
were L. C. Fritch, A. S. Baldwin, H. R. Safford, L. A. Downs, G. J. Ray, D. J. Brumley,
and L. W. Baldwin. Some of you with long beards and white hair — or no hair at all —
can remember most of those men.
A. F. Blaess was treasurer for several years. Neal D. Howard began his railroad career
on the Illinois Central.
Illinois Central men who were directors included Curtis Dougherty, C. R. Knowles,
F. L. Thompson, and E. L. Crugar.
Other Illinois Central men have been active committee members, and many have
served as chairmen. Truly, the Association has meant a great deal to Illinois Central men.
They have been active in its affairs, and they have received great benefit in return.
I worked for all of those mentioned except J. F. Wallace, who was before my time.
George Ray and Curtis Dougherty left the Illinois Central before I caught up with them.
When I think of the engineering stature of those men and of the other men from
other railroads who have served in this capacity, I feel humble and inadequate. I am
truly standing on the shoulders of giants. Those men set up a record of accomplishment
that is going to be hard to follow, but with the grace of God and the continued encour-
agement of a little colleen sitting up there in the balcony with one of our lovely daughters,
with the advice and counsel from the past presidents to whom I referred, and from
our splendid Board of Direction, with assistance from Gerald Magee and his staff,
Closing Business 1177
and our friends of NRAA, guided by our peerless Secretary, and with your help and
cooperation — and I mean your help — I shall try hard to carry on and progress the work
of this great organization. I am deeply grateful to you, and I thank you very much.
(Applause)
Mr. Mother: Mr. President, I request the privilege of the floor.
Mr. President, and "futures," and "has-beens," and guests, members and ladies:
George and I both subscribe to this "Silent service is not enough" philosophy. I don't
think anyone has accused me of going too strong on this silence stuff.
I have a very pleasant function to perform at this time. To allay your suspense,
I will tell you that I am going to give George a gavel. I have said that because it is
essential that I give a httle background in this presentation. I am glad to make this
presentation for my own personal interest and also for the more than 100 members
of our organization, and for the many friends that George has on the Illinois Central.
We want to wish him well on his new job. We want to recognize his authority as
president of this Association, and we want to show our friendship and esteem for him.
In Mr. Crump's allusion yesterday to "Maple Syrup", I learned something more from
our Canadian friends. (You have to learn two new things every day when you get as old
as I am, because you forget things.) I'd like to spread a little of that maple syrup on
George, and I hope that it will be sticky and sweet, and maybe we'll let a few drops
fall on the Main Line of Mid-America.
I didn't know that George had looked up all these records, because, had I known
that, it would have saved me a lot of time. When our Canadian friend, Mr. Crump,
took justifiable pride yesterday in calling attention to the fact that four Canadian Paciiic
engineers had been presidents of this Association, I thought this morning I would check up,
so I called Allen Sams at the office and told him to get out the Golden Jubilee yearbook
and check up as to what roads, if any, beside the Illinois Central, had exceeded that
maximum of four. In due course he called back and said his check indicated that four
was the maximum number of presidents furnished by any other railroad. Now, George
had quite a gang, but he was taking in some of IC alumni. But, actually, we had six who
were bona fide employees of the Illinois Central when they were elected to the presidency,
so I think that we have contributed much. We're proud to have done this, and we're glad
to have been so recognized.
Now, about this personal satisfaction, I know that Margaret (Mrs. O'Rourke)
will remember some of these things, as will George. If I had time, I would like to tell
you quite a few things that happened many, many years ago. As Bobbie Burns would
say, George and I have "dim the heel together."
I don't remember when. I met George first, but he gave me some very good swimming
lessons at the old beach in Jackson Park, there by the German Building, which some of
you old, gray-headed and bald-headed fellows will recall — I think it was about 43 years
ago. I don't remember the first job that I had with George. However, it was over 40
years ago that they sent George and me, as cubs, down to Carbondale, 111., to check
up on the Big Muddy bridge, a new arch we had just built, to find out if it was
settling. I think George ran the instrument, and I held the rod. He was my superior on
that job. To satisfy your curiosity, that bridge hasn't settled in the past 40 years, and
it's still doing excellent service.
But, George, neither you nor I surmised for one minute at that time that on March
17, St. Patrick's Day, 1955, you and I would be up here together, and I would be
pouring this "maple syrup" on your head. (Laughter)
1178 Closing Business
I think it is quite appropriate, and to tiie satisfaction of both Margaret and Alice
(daughter), as well as George, that this happens to be St. Patrick's Day. If any of you
don't get the connection, and will come up here after we adjourn, I'll explain it
to you. (Laughter)
There is one other thing I would like to say. I get a lot of satisfaction out of giving
George this gavel because I think I am probably the only past president in this Asso-
ciation who got a gavel v/ho didn't have it given to him when he was inaugurated.
I think Armstrong Chinn will remember this. Walter Lacher and I had quite a laugh
about it yesterday. About 10 or 11 o'clock on Thursday, when Armstrong Chinn was to
present me a gavel, he got a telegram about a strike on his railroad, and made a quick
getaway. After the convention, Walter Lacher came over to me and kind of bashfully,
and with apologies, slipped me a box with the gavel in it.
I want to say one other word. I have learned a lot about making gavels. I could
give you quite a treatise on the subject, and tell you some things not to do.
I didn't know anything about making gavels, so when we decided to make this
gavel, we went into a huddle. We thought we would make it out of something that had
a little sentiment connected with it.
Of course, I couldn't figure out how you could get this continuous silver band on
this gavel, when both ends are bigger than the diameter of the silver band. Now, if any
of you folks don't know how that is done, and want to know, you can come up and
I'll tell you afterward, because it takes a long time to tell how that is done.
We decided that we would get a piece of wood out of some old building that was
built at the time our line was constructed. Incidentally, our chief engineer then was
Roswell B. Mason. That was before the AREA, but he was the first president of the
Western Society of Engineers.
We arranged with Mr. Van Arsdalen (division engineer at Carbondale) to send in a
nice piece of white oak that we had cut out of one of our old stations built back in the
Fifties. He sent in a piece almost as big as a tie to make this gavel.
We had it turned out. Earl Snyder (assistant to chief engineer) was running the
thing. About a week later he said, "I don't believe this gavel will be any good." He
brought it in, and it had some of the most beautiful cracks in it you ever saw. A gum
tie has nothing on white oak when it comes to making gavels. It can crack beautifully.
This is the third gavel that we made. We realized that we had to make it out of
some close-grained wood, and we wondered how we could get any mahogany or walnut
that was used 100 years ago in building some station. Someone learned that Charlie Weller
(division engineer, Chicago terminal) had found a walnut tie on the suburban tracks a
few years ago, and had told the boys to leave it at 26th Street.
Well, I thought that was all a frameup in order to make a good story here, but I
checked into it, and they tell me that it's the truth, and I'm accepting it as the truth.
We took that solid walnut tie and made his gavel out of it. Incidentally, except for the
band, it was made by our own people.
George, it gives me great satisfaction, on the part of your friends on the Illinois
Central, to present you with this gavel as a token of our esteem, and with it we wish
you the best of luck and success. We know that you will be a credit to the Illinois
Central, and we hope you won't be the last IC president of the AREA. (Applause)
President O'Rourke: Thank you, sir. I shall cherish this the rest of my days.
I thank you, and my other friends on the Illinois Central who made this possible. I
think I'll take it home and wrap a green ribbon around it and put it up on the bookcase.
And if this weren't such a solemn occasion, I would say "What a great St. Patrick's Day
ClosingBusiness 1179
in the morning it is when a neutral Swiss presents a neutral Irishman with a shillalah."
(Laughter and applause)
Thank you very much, Mr. Mottier.
N. D. Howard: Mr. President, may I have the privilege of the iloor?
President O'Rourke: You may, Mr. Howard.
Mr. Howard: I, too, have something I want to piesent to our new President. I hold
here in my hand a solid gold emblem of this Association, which I want to give him on
behalf of you members.
This was not to be my honor this year. We planned it otherwise. Someone else had
been delegated, but fate was not to have it that way. Sometimes fate is very kind.
You in the audience will understand this when I tell you that your president-elect
was my first boss on my first railroad job on the Illinois Central — back in 1922. He was
division engineer, and I, to him, was Rodman Howard. He will recall, I'm sure, that
both of us at that time were already working for the AREA — he much earlier, of course,
than I. Now he is my boss again, and we are still working for the AREA.
In memory of those earlier days, of my high regard and affection for him, and for
his loyalty to and love for the American Railway Engineering Association, I am proud
to present him, on your behalf, with this beautiful gold emblem of our Association.
I have the utmost confidence that he will wear it with both honor and distinction.
(Applause)
President O'Rourke: Thank you, Neal. Thank you for the very pleasant and
cheerful manner in which you presented me with this badge of honor. I shall never look
upon it without recalling our friendship.
I believe now is the time for me to take up the duties of the Association, and it is
my privilege now to introduce to you the four men whom you have elected as new
members of your Board of Direction. I will ask each one of them to come forward and
stand in front of the speaker's table as his name is called.
Mr. E. J. Brown, chief engineer, Burlington Lines, Chicago. (Applause)
Mr. F. R. Woolford, chief engineer, Western Pacific Railroad, San Francisco.
(Applause)
Mr. R. H. Beeder, assistant chief engineer, system, Atchison, Topeka & Santa Fe
Railroad, Chicago. (Applause)
Mr. C. J. Code, assistant chief engineer — engineer of tests, Pennsylvania Railroad,
Philadelphia. (Applause)
Gentlemen, I congratulate you upon your election as directors of this Association,
and welcome you to the Board of Direction. I know that you will enjoy your association
with the Board for the next three years, and will bring much of value to its dehberations.
Thank you very kindly.
(Announcements by President O'Rourke.)
President O'Rourke: If there is no further business to come before this meeting,
I now declare the Fifty-Fourth Annual Meeting of the American Railway Engineering —
Mr. Geyer: Hold it. May I have the privilege of the floor?
President O'Roltrke: You certainly may.
(At this point Mr. Geyer presented Mr. O'Rourke with some potted shamrocks.)
President O'Rourke: Again I will say, if there is no further business to come before
this meeting, I now declare the Fifty-Fourth Annual Meeting of the American Railway
Engineering Association adjourned.
(The meeting adjourned at 12:45 o'clock.)
MEMOIRS
MEMOIR
5oi)n JHorrice H^oger jFaitbairn
Died May 27, 1954
John Morrice Roger Fairbairn, retired chief engineer of the Canadian Pacific Rail-
way, and a past president of the American Railway Engineering Association, died at his
home in Westmount, Que., Can., on May 27, 1954, in his 81st year after a short illness.
He is survived by his wife, the former Hanna Louise Macfarlane, three daughters, Mrs.
M. Beresford Hamilton, Mrs. M. M. Mackenzie, and Mrs. F. R. Windsor, and 10 grand-
children. His only son, J. M. Fairbairn, died in 1952.
Mr. Fairbairn was born in Peterboro, Ont., on June 30, 1873, son of Thomas Mc-
Culloch Fairbairn and Jane (Roger) Fairbairn, both of Peterboro. After his early edu-
cation in Peterboro he was graduated in civil engineering from the School of Practical
Science, University of Toronto, Toronto, Ont., in 1893. During his university course,
summer vacations were spent on railway locations and other engineering v/ork. After
graduation he worked for various non-railway interests for eight years, during which
J. M. R. Fairbairn
he qualified as a licensed land surveyor in British Columbia, and was in private practice
as a civil and mining engineer and provincial land surveyor at Kaslo and Greenwood,
B. C, for about two years.
In August 1901 John Fairbairn started what turned out to be a notable career with
the Canadian Pacific Railway. Between 1901, when he started at the bottom, and
December 21, 1938, when he retired from the top, he occupied various positions, being
successively assistant engineer, division engineer, principal assistant engineer, engineer
maintenance of way, assistant chief engineer, and chief engineer, to which latter position
he was appointed on July 1, 1918.
Some idea of the importance of his position as chief engineer may be sensed by the
fact that in the 20 years during which he was chief engineer, the company spent approxi-
mately $200,000,000 for additions and betterments, in connection with which the chief
1182
Memoir 1183
engineer was responsible. He took an intense interest in important bridge work, grade
separation work, and hotels, but this in no sense reflected a lack of interest in less
spectacular projects. When a junidr hnd to discuss a company project with the "chief",
that junior had to "know his stuff."
In spite of the heavy demands of his railway duties, Mr. Fairbairn found time
to do much for the benefit of the enjrinccring profession. In the more public phase of
this work he was a member of the Institute of Civil Engineers of Great Britain, and
a past councillor and chairman of the Canadian Advisory Board. He was an honorary
member of the American Society of Civil Engineers and chairman of the Canadian
Membership Committee. He was a member and past president of the Engineering Institute
of Canada and was recipient of the John Kennedy Medal, which is the highest honor
the Institute can bestow. His university honored him by giving him the honorary degree
of Doctor of Science, and last, but by no means least in his estimation, he received from
the .\merican Railway Engineering Association the privilege of being a past president,
and the honor of an honorary membership.
Mr. Fairbairn joined the AREA in 1910 and was elected president of the Association
for 1925-1926, after previous service as a director and vice president. He had served
on the following committees: 4 — Rail, 1917-1930, being vice chairman 1922-1924; 5 —
Track, 1912-1916; 24— Cooperative Relations with Universities, 1924-1933; and 26—
Standardization, 1920-1926.
Mr. Fairbairn was always a most enthusiastic advocate of the advantage of mem-
bership in the AREA. During the ceremony at which honorary membership was con-
ferred on him he said in part, "I have never been in contact with any technical organiza-
tion which began to give its members the same interest in their daily vv'ork that this
Association does ... It gives him a chance to exchange his views, share his e.xperiences
with other members. From that he gains a great deal, gains experience, and gains an
intimate knowledge of fellow workers in his own field."*
Mr. Fairbairn took a keen interest in the affairs of the Association and it was a
pleasure to hear him talk on any subject. He possessed to an unusual degree the esteem
and confidence of the Association's officers and membership. They, therefore, wish to
express in this memoir their sincere and deep sorrow in the passing of a personal friend,
and to his family extend their deep sympathy for the loss they have sustained.
Behind the scene Mr. Fairbairn was always helping other engineers in need, and
especially young engineers, or giving fresh heart to the despondent. On his extensive
and numerous journeyings over the lines of the system he was welcome everywhere for
his kindly courtesy and sound advice. He will be long remembered on the CPR.
In private life Mr. Fairbairn had many friends. He was a member of St. Andrews
United Church in Westmount, and a supporter of all its activities. He played golf occa-
sionally, but like all men in positions such as he held, he did not have time to become
a champion. He had a great love for dogs and they in turn loved him. At his summer
home on an island in Stony Lake he had a speed boat in which he took keen pleasure.
The lake, named for its rocky shores, had numerous submerged rocks, but John Fairbairn
had them all charted and loved to "let his boat out" in spite of them.
John Morrice Roger Fairbairn made good use of his talents.
ARE.\ Proceedings, Vol. 47, p. 573. L. C. Fritch, Chairman,
G. J. Ray
D. J. Brumley
R. B. Jones
Committee on Memoir
MEMOIR
Cbgar iWorton l^a^tinq^
Died November 21, 19S4
Edgar Morton Hastings died on November 21, 1954. Thus ended the distinguished
career of a man of gifted personality, whose devotion to his profession, his religion and
his family was equaled by his civic consciousness and deep sense of obligation to help
build a better community. Mr. Hastings was peculiary well fitted to do these things.
First of all, because of his innate and sincere liking for people, which together with his
uncompromising principle — ^his readiness to "stand and be counted", to use his own
expression — quickly inspired a reciprocal confidence and esteem.
Mr. Hastings was born May S, 1883, in Lutherville, Maryland, the son of Robert
John Hastings and Ada (Heilig) Hastings. His formal education was obtained at Balti-
more City College and Baltimore Polytechnic Institute, from which he was graduated.
He was an honorary alumnus of Virginia Military Institute, to which he was contact
member and patron of the student chapter of the American Society of Civil Engineers.
Edgar Morton Hastings
Early in his professional career it became obvious to his associates that Edgar
Morton Hastings possessed in rare degree those qualities which were destined to put upon
him heavy demands of responsibility and service, and justly to bring him high honors.
These followed immutable laws and thus were proportioned in equity. Earliest, perhaps,
among those who observed these qualities was the current chairman of the board of an
eastern carrier who was transitman on the Baltimore and Ohio Railroad survey party of
which young Hastings was rear-chainman, who has stated ". . . in this early period
he exhibited earnestness, industry, the urge to do good work and progress, and the faculty
of getting along well with his associates^ — attributes which have been so marked in his
succeeding years."
In the course of this career constructive work and energy were given to practically
fill activities of the two professional societies nearest his heart — the American Railway
i;84
Memoir 118.S
Engineering Association and the American Society of Civil Engineers. His service with
the former, extending over a period of 42 years, was particularly notable on its Com-
mittees on Yards and Terminals, Cooperative Relations with Universities, and Standard-
ization, the latter of which he was chairman. He served also as a director, 1931-1934, as
vice-president, 1937-1939, and as president in 1939-1940. In further recognition of his
distinguished leadership, in 1950 Mr. Hastings was made an Honorary Member of the
.American Railway Engineering Association.
Mr. Hastings' service to the American Society of Civil Engineers was equally unsel-
fish and meritorius. He was a member for 32 years, during which period he served as
president of the Virginia section, as vice-president of Zone H in 1943-1944, and as
president of the National Society in 1947.
Other professional affiliations of Mr. Hastings included the American Society for
Testing Materials, the Engineers Club of Hampton Roads, Engineers Club of Virginia,
and the Central Virginia Engineers Club, of which he was a past president. All of these
held his active interest, and his hand and counsel are reflected in many of their
accomplishments.
In his service to the Richmond, Fredericksburg and Potomac Railroad, which began
in 1903, Mr. Hastings rose progressively through subordinate posts until he became chief
engineer in 1922. His administration there was marked by many noteworthy achieve-
ments. These included the complete rehabilitation of the property in the post-world-war I
period, subsequent large-scale improvements, the replacement of station and bridge facil-
ities at Fredericksburg, Virginia, with modern structures, extensive bridge and drainage
programs, the adoption of modern maintenance policies, and the use of heavy-section,
continuous welded rail in main track.
Advantage of the talents and qualifications of Mr. Hastings was taken by the United
States Government in 1948, when he was selected by the Economic Cooperation Com-
mission to inspect and report on the three principal railroads in China. This project he
performed in the same exemplary manner and spirit which marked his service to his
profession and the railroad industry.
xAside from professional interests to which he gave in generous measure his time
and energies, Mr. Hastings' other interests were considered by him of equal or greater
importance. These were his church, his family and his work among youth, particularly
with undergraduate engineers. These received a full measure of his devotion.
Together with holding high lay offices in his church, he was for years a teacher of
young men in the church school. Himself an example of proper early training, and a firm
believer in the thesis that youth comprises the hope of the world, he held himself con-
stantly available for counsel, ever alert to offer sympathetic understanding of the many
personal problems brought to him by young men who had come to reciprocate his con-
fidence. Many men going their separate ways today can recall with gratitude the sound
advice which he responded when sought.
There is no gauge, unfortunately, for recording in absolute terms the influence of a
man upon his fellows. But in the case of Edgar Morton Hastings this influence can be
attested by a wide circle of associates who knew the sincerity and warmth of his
endearing personality.
Mr. Hastings sense of responsibility extended intt) all of his spheres of interest. How-
e\er heavy the demands upon his time, his interest in his community was never
diminished. Unselfishly, he rendered many services to his city, serving as a member of the
City Planning Commission and ;is chairniati of llie Hoaid of Zoning Appeals.
1186 Memoir
Regardless of his busj'^ schedule, Mr. Hastings appreciated the value of family rela-
tionships and always found time for the companionship of his sons. It is an interesting
comjnentary to note that until he suffered a heart disturbance at the age of 55, it was
the rule rather than the exception for him to start the day in summer with an early
morning swim with the two boys, and quite frequently to play a set of tennis with them
in the late afternoon.
In his concern for the welfare of our country, quite frequently in spoken and written
word, Mr. Hastings expressed his views on poUtical matters and the trend of government
at the national level. He deplored what he termed "the drift toward state socialism",
the gradual loss of liberties and submergence of the individual into the all-powerful state.
A man of exceptional understanding and personality, and possessed of high courage,
Mr. Hastings stood firmly on principle. He was no reactionary conservative, but held
the view expressed by Patrick Henry, whom he quoted on occasion: "I have but one
lamp by which my feet are guided and that is the lamp of experience. I know of no way
of judging the future but by the past."
In his passing the engineering profession has lost an eminent practitioner, the church
a loyal supporter, the community a good citizen and sound counseler, and the young
engineer a sympathetic adviser. His death creates a void among the leadership of the
American Railway Engineering Association.
He occasionally quoted St. Paul, whose life he followed and admired. No more apt
quotation than St. Paul's statement to Timothy when death was imminent, could be
appUed to Mr. Hastings, "I have fought a good fight; I have finished my course;
I have kept the faith."
C. J. Geyer, Chairman,
G. D. Brooke
W. P. WiLTSEE
A. R. Wilson
F. R. Layng
Committee on Memoir.
MEMOIR
Jfranfe %tt Mic\)olion
Died May 24, 1954
Frank Lee Nicholson, retired chief engineer of the Norfolk Southern Railway, and
a charter member of the American Railway Engineering Association, died on May 24,
1954, at his home m Norfolk, Va., after an illness of several months. He is survived by
his wife, Mrs. Ada Parker Nicholson, and a son, Clyde Parker Nicholson, who now
resides in Germany.
Mr. Nicholson was born August 12, 1S68, in Portsmouth, Va., the son of Francis
James, and Catherine Olevia Culpepper Nicholson. He attended the public schools in
Portsmouth and the Suffolk Military Academy.
His first job was with the Atlantic and Danville Railroad. Later he was associated
with the Wilmington, New Bern and Norfolk Railroad, and the Raleigh, Charlotte and
Southern Railroad, when it was purchased by the Norfolk Southern. His association
with the Norfolk Southern was marked by a series of promotions, culminating with his
F. L. Nicholson
elevation to chief engineer, a position which he held for 38 years until his retirement
May 31, 1947. Also during this time he was consulting engineer, July 1 to November 30,
1918; and chief engineer December 1, 1918, to April 30, 1919, for The Virginian Railway.
During the Federal Administration of Railroads he served in Washington as a representa-
tive of the Southern Region on a committee for drafting rules and working conditions
for maintenance of way employees and shop labor.
Mr. Nicholson, joined the American Railway Engineering Association in 1899 as one
of its charter members, and had been a member of the following committees for different
periods of time: 5 — Track, 7 — Wood Bridges and Trestles, 11 — Records and Accounts,
12 — Rules and Organization, 20 — Contract Forms (chairman 1932-37), and 26 — ■
Standardization (chairman 1939-42). He was a director of the Association for three
11S7
1 1 88 Memoir
years and became a Life Member in 1936. His work on all of these committees was
outstandinc. Mis earnestness, zeal and interest will Innp he remembered by his
associates.
Mr. Nicholson was a director of the American Society of Civil Engineers, 1929-31,
and was a member of the Society of Military Engineers, and the Engineers Club of
Hampton Roads. His fraternal affiliations included membership in Corinthian Lodge
No. 266 A. F. and A. M., and the Odd Fellows.
In addition to his railroad and other duties he served for 17 years on the Norfolk
Planning Commission, 6 years of which he was its chairman. He did much to plot the
orderly growth of the city, particularly its public improvements and major highway
planning.
Mr. Nicholson was a member and deacon of the Freemason Street Baptist Church,
and at the time of his death was chairman of the Finance Committee of its church
school.
In the passing of Mr. Nicholson the Association, the railroad world, the community
in which he lived, and his many friends have lost a cultured Christian gentleman who
had done much to make the world a better place in which to live. He leaves behind
the respect and love of many, who feel deeply the great loss in his passing.
W. R. SwATOSH, Chairman
E. M. Hastings, Jr.
W. D. KiRKPATRICK
G. W. Patterson
Committee on Memoir
REPORT OF THE SECRETARY
March 1, 19SS
To TuE Members:
In every respect, your Association has had another good year — not a startling year,
but a year of accomplishments, a year of further growth, and a year, the close of which
found it in a healthy financial condition. That such can be said of a year of dechning
railway revenues, and a slackened pace of both railway construction and maintenance,
is significant. But such a situation did not "just happen." It was the result of a con-
tinued high level of membership interest, the willingness of committee chairmen and
subcommittee chairmen to give freely of their time and effort, and a series of measures
on the part of your officers to stimulate and appropriately recognize that effort ; to bring
the benefits of membership to the attention of eligible non-members on the railroads;
and to hold expenses to the lowest practicable level.
MEMBERSHIP
Membership in the Association as of February 1, 1955, stood at 3278, a net gain
of 21, continuing further the unbroken record of membership increase each year since
1944. This net gain was one more than in 1953, and while it was not as large as in the
three years prior to 1953, which averaged 57, it is significant nonetheless in view of the
voluntary personal obligation assumed in membership, the large losses in membership
sustained each year through deaths and other causes, and the fact that 1954, due to
economic conditions generally, was a year of lower railway earnings, activity and
employment.
The most significant aspects of the membership record during the last year — one
favorable and the other unfavorable — are the larger number of new members taken in
in 1954 over 1953 (231, compared with 203), and the further drop in the number of
Junior Members in the Association from 261 in 1952, to 220 in 1953, and to 187 in 1954.
Commenting first on the increase of 28 in the number of new members taken in
during 1954 over those taken in during 1953, it can be said that this increase, too, did
not just happen; it might well have been otherwise. When it became evident early in
September that the number of new members coming into the Association was not holding
up to that of recent years, the secretary was authorized by the Board Committee on
Membership to address a letter to the chief engineeering and maintenance officers of the
railroads, asking three questions — whether they thought their roads were adequately
represented in the AREA; whether it was possible that there were men in their organiza-
tions who were not aware of the benfits inherent in Association membership, especially
among their newer and younger technical employees; and whether they would be willing
to canvass the situation and recommend men for membership.
The results of this letter, which was sent out during the last week in September,
were significant in many respects — the interest taken by those who received it, showing
their solicitude for the Association and their men; the long list of prospective members
furnished to your secretary ; and the steady flow of applications for membership which
followed. By late December, more than 200 names had been suggested for membership,
and as the result of personal invitations from the secretary's office, 101 applications had
been received. By February 1, 1955, 57 additional applications had been received. Of
these 158 applications, 107 had been approved for membership by the Board of Direction
as of February 1, while 51 were still in the process of being acted upon, and are, there-
fore, not included in the membership total of 3278 as of February 1.
1189
1190 Report of the Secretary
Committees of the Board of Direction
1954
Outline of Work
Ray McBrian (chairman), B. R. Meyers, C. J. Geyer, C. H. Sandberg, W. H. Giles.
Personnel of Committees
G. M. O'Rourke (chairman), Ray McBrian, C. J. Geyer, C. B. Porter, H. R. Peterson.
Publications
M. H. Dick (chairman), Wm. J. Hedley, E. E. Mayo, H. B. Christiansen, C. H. Sandberg
Manual
Wm. J. Hedley (chairman), M. H. Dick, C. G. Grove, W. H. Giles.
Membership
E. S. Birkenwald (chairman), C. G. Grove, G. E. Robinson, H. B. Christianson,
H. R. Peterson.
Finance
B. R. Meyers (chairman), G. M. O'Rourke, S. R. Hursh.
Special AREA Services
S. R. Hursh (chairman), E. E. Mayo, E. S. Birkenwald, G. E. Robinson, C. B. Porter.
Forty-one new Junior Members were taken into the Association during the year
ended February 1, 1955, which compares with 39 for the preceding year. However, due
to the transfer of 17 Juniors to the grade of Member and the dropping out of member-
ship of 57 others, there was a net loss of 3i Junior Members in the Association, bring-
ing the total of such members in the Association down to 187, compared with the total
of 220 the previous year, and the record number of 261 Juniors in the year ended
February 1, 1953.
In the light of the considerable number of junior engineers employed by the rail-
roads each year, appHcations from only 41 of them for Junior Membership in the
Association, as was the case in 1954, would appear to be far from adequate, and far
from representing a desirable situation either from a standpoint of the young engineers
themselves or their railroads.
Assuming that these young technical graduates entering the service of the railroads
have done so to make the most of it for themselves and their companies, it seems reason-
able to assume that, fully apprised of the benefits of Association membership and the
small cost involved, as many as 90 percent of them would apply for Junior Membership.
If this is true, it is incumbent upon the Association to devise a foolproof plan wherein
the value of AREA membership is early brought to the attention of every junior engineer
employed by the railroads.
The changes in the status of membership during the past year are set forth in the
following tabulations;
Report of the Secretary 1191
Membership
(February 1, 1954, to February 1, 19SS)
Members on the rolls February 1, 1954 3257
New members 231
Reinstatements 14
3502
Deceased 46
Resigned 56
Dropped 89
Net Loss Juniors (transferred 17 ; dropped 57 ; additions 41) 33
224
Net gain 21
Membership February 1, 1955 3278
Membership Classification as of February 1
1949 1950 1951 1952 1953
Life 325 339 355 361 375
Member 2263 2276 2243 2284 2312
Associate 275 280 274 288 289
Junior 145 158 220 257 261
1954
1955
401
436
2366
2381
270
274
220
187
Totals 3008 3053 3092 3190 3237 3257 3278
The ranks of the living charter members of the Association were thinned during
the past year by one through the death on May 24, 1954, of Frank Lee Nicholson, who
had served as a director in 1937, 1938 and 1939. A memoir to Mr. Nicholson appeared
in Bulletin 517 for September-October 1954. Happily, however, the four following charter
members still survive: T. L. Condron; L. C. Fritch, past president and past secretary;
E. C. Macy; and William Michel.
During the year there were a total of 46 deaths among the membership, as is recorded
in the roster of deceased members at the end of this report.
Among those who died during the past year were two former presidents and
Honorary Members of the Association — J. M. R. Fairbairn (president 1925-1926), and
E. M. Hastings, Sr. (president 1939-1940). A memoir to Mr. Fairbairn appeared in
Bul'etin 517 for September-October 1954, while a memoir to Mr. Hastings appears in
Bulletin 521 for February 1955. Others among the deceased who served the Association
long and faithfully include W. C. Barnes, who was engineer of tests of the Rail com-
mittee; C. H. R. Howe, who had been a member of several committees since joining
the Association in 1912, and who was chairman of Committee 27 — Maintenance of Way
Work Equipment, from. 1942 to 1945 ; G. E. Martin, former chairman of Committee 13 —
Water, Oil and Sanitation Services; and C. D. Turley, former chairman of Committee 3 —
Ties, who died on January 27, 1955, just before the close of the .Association's membership
year on February 1.
1192 ReportoftheSecretary
ACTIVITIES OF COMMITTEES
Membership on Committees
Membership on Association committees reached another all-time high in 1954, with
the prospect of a further increase in the year ahead under two new rules adopted by the
Board during the year to spread further the advantages of membership among members
and the railroads, while at the same time bring to committees increased knowledge and
experience. One of the new rules increases from 60 to 70 the number of members per-
mitted on a committee, while the second revises the former rule respecting retired mem-
bers on committees to the effect that they no longer count against the total of 70 per-
mitted on committees, or against the quota permitted on a committee from any railroad
or other organization. Thus, it is possible for the actual membership of committees to
exceed 70, although retired members are no longer permitted to vote on matters per-
taining to official committee work.
On February 1, 1955, 1078 members (including 45 Members Emeritus) were serving
on committees, occupying a total of 1213 places on these committees, since a number
of members serve on two committees. This compares with 1035 members who occupied
1165 places on committees on the same date in 1954, and with 986 members who served
in 1119 places on committees 2 years ago.
Again during the past year practically all committees carried "Guest" members on
their rosters — members awaiting definite assignment to the committees with the roster
changes last fall, but who were allowed to participate unofficially in committee work.
In addition, an increasing number of "Visitors" were welcomed to meetings, including
interested outsiders, retired members. Junior Members, and members of the Association
generally, who for one reason or another couM not be assigned to committees, but who
wished to participate in specific meetings or the inspection trips made by committees.
Work of Committees
The work of committees during 1954, with overhauling of the Manual in 1953 out
of the way, again followed the more normal pattern of preparing progress and informa-
tion reports, and developing new Manual material. This is reflected in the accompanying
table which classifies the material contained in committee reports for the past eight years.
Classification of Material in Committee Reports
(Figures shown indicate the number of Manual documents affected or new reports)
1948 1949 1950 1951 1952 1953 1954 1955
Revisions of Manual with or
without reapproval 58 37 24 20 19 257 14 24
Reapproval of Manual mate-
rial without revisions 23 7 5 5 2 2-13 1 0
New Manual material 5 4 6 5 6 12 9 10
New Manual material —
tentative 7 2 4 2 8 6 7 6
Information 29 35 49 57 43 49 59 S3
Reports on research work ... 16 19 18 23 15 18 23 26
Reports on service tests 3 7 7 1 10 13 10 10
Statistical data 3 4 2 3 9 5 4 3
Analytical studies 8 14 7 2 2 5 3 2
Bibliographies 2 2 3 3 2 2 2 3
Brief reports of progress 16 20 13 8 16 11 17 16
170 151 138 129 132 621 149 153
Report of the Secretary 1193
Committee Meetings
Slightly fewer committee meetings were held in 1954, primarily in the interest of
economy, but an increasing number of committees desirably held their first, or reorganiza-
tion, meeting prior to the convention in March in order to get an early start on their
year's work. Altogether, the 23 standing and special committees of the Association held
a total of 67 meetings of their full committees during the year ended March 1, 1955,
many of which included inspection trips of one kind or another in the interest of their
work. This total of 67 meetings, which included a number of luncheon meetings held
during the annual meeting, compares with 76 meetings held in 1953, and 79 meetings
held in 1952, a year in which a number of extra meetings were held in conjunction with
the Centennial of Engineering. It also compares with 69 meetings held in 1951 and 50
during 1950. One committee held 5 meetings in 1954, 5 held 4 meetings, 10 held 3 meet-
ings, 5 held 2 meetings, and 2 committees had only 1 meeting.
Of the 67 meetings, 37 were held at Chicago, 6 were held in St. Louis, Mo., 4 were
held in New Orleans, La., 3 were held in Cincinnati, Ohio, 2 each were held at Washing-
ton, D. C, Cleveland, Ohio, and Pittsburgh, Pa., and 11 were held in as many different
places.
With the beginning of the new Calendar Year 1955, there was much concern both
among the officers of the Association and committees as to the possible effect on the loca-
tion of committee meetings, and attendance thereat, of the restrictions on passes for
business purposes (including travel to committee meetings) put into effect January 1,
1955, by a few eastern roads. Of a certainty, ways and means will be adopted to the end
that the valuable work of the Association through its committees will not be impaired.
In fact, one committee of the Association — 24 — Cooperative Relations with Universities,
has adopted a plan for two meetings each year instead of the one held in recent years
at Association headquarters, one of the meetings to be held at the headquarters of a
railroad which has given more than ordinary attention to the recruiting and training
of young graduate engineers, and the other on the campus of one of the colleges repre-
sented on the committee.
Key Position of Chairmen Recognized
There was no let-up in the effort of the Board of Direction and the secretary's
office to cooperate with committees in the handling of their work and in bringing about
a clear understanding of their assignments and of the rules governing committee pro-
cedure. However, in a modification of the procedure followed since 1949 of bringing
all committee chairmen to Chicago in April to meet with members of the Board and
the secretary's office, for, as it were, a review or refresher course, only the new committee
chairmen were brought together in 1954 — this meeting being held on April 26. This
modified procedure was adopted in the interest of economy, and any disadvantage result-
ing from the standpoint of those committee chairmen not present at the meeting was
offset as effectively as possible by means of correspondence and reference to the Infor-
mation and Rules for the Guidance of Committees, and Style Standards, presented in the
Outline of Work Pamphlet. Incidentally, to encourage frequent reference to the informa-
tion, rules and standards in the pamphlet, and to make them more readily found by
chairmen and others, the 1955 Outhne of Work Pamphlet, issued late in December 1954,
for the first time includes a detailed table of contents.
To recognize and honor committee chairmen for their interest and effort in behalf
of the Association, the practice was continued of presenting each new committee chair-
1194 Report of the Secretary
man, as he assumed the chairmanship at the annual meeting in March, with an attractive
gavel, with a polished brass band bearing his name, the committee number, and the years
of his term of office. Likewise, the chairmen were the guests of the Association at a second
Speakers' Table at the Annual Luncheon of the Association at the convention in March,
and as the year closed, the officers of the Association were looking for still additional
ways in which they might recognize and honor chairmen for their important service to
the Association.
Committee on Convention Arrangements
While not counted among its technical committees, one of the very important com-
mittees of the Association is its Committee on Convention Arrangements, which plans
for and executes or supervises all of the functions at annual meetings, except the pro-
gram. Less known than the technical committees, both because it has chosen to keep
in the background, and because its roster does not appear in any publication, this com-
mittee, nevertheless, renders a most significant, if not invaluable, service to the Associa-
tion. In recognition of the great service by many members of this committee, the Board
of Direction in 1954 created the degree of Honorary Member of the Arrangements Com-
mittee, which may, by committee action, be conferred on former members of the com-
mittee who, for a period of ten years or more, have rendered outstanding service to the
committee. Immediately following the adoption by the Board of the rules relating to
this new honorary degree — early in November 1954 — the Arrangements Committee
unanimously elected as its first Honorary Member, R. C. Bardwell, retired superintendent
water service, Chesapeake and Ohio Railway.
Typical of the thoroughness with which this committee functions is the fact that in
1954 it completely revised its typewritten Manual of Practice, first formulated in 1953,
and has now issued it in pocket size, loose-!eaf form, with binder, containing 40 pages
and a complete index.
PUBLICATIONS
The 7 Bulletins ending with the February 1955 issue contain 1255 pages of text mat-
ter and illustrations, exclusive of advertising, in addition to 41 trackwork plans, which
were issued under separate cover as Part 2 of Bulletin 521 for February 1955. This com-
pares with the 1138 pages for the 7 Bulletins ending with the February 1954 issue, and
with the 1595 pages for the 7 Bulletins ending with the February 1953 issue. The sub-
stantially larger number of pages in the year ending with the February 1953 Bulletin
reflects primarily the greater volume of reports in that year dealing with revision of the
Manual, the year in which the Manual was completely overhauled and reprinted.
The committee reports published for presentation at the March 1955 annual meeting
occupy 664 pages in Bulletins 518 to 521, incl., to which should be added the 322 pages
of reports on research projects sponsored by AREA committees, or by groups in which
AREA committees are interested, which appear in Bulletins 516 and 517 for June-July
1954, and September-October 1954, respectively.
Supplements to Manual and Portfolio of Trackwork Plans
The Annual Supplement to the Manual issued in 1954, incorporating all of the recom-
mendations of committees affecting Manual material adopted at the 1954 annual meet-
ing, included a total of 98 pages, 25 of which involved changes in the Tables of Contents
of the various chapters. As a whole, this Supplement called for the removal of 79 pages
from the Manual, leaving a net gain of 19 pages in the Manual as revised. No Supple-
Report of the Secretary 1195
ment to the Manual was issued in 1953, all of the recommendations of committees, as
adopted at the 1^53 annual meeting, having been incorporated directly in the completely
revised and reissued Manual put out late in that year.
The Annual Supplement to the Portfolio of Trackwork Plans issued in 1954 included
5 plans, 1 index sheet, and 1 Appendix sheet — a total of 7 sheets. That this number was
not larger was because of a comprehensive review of all plans by Committee 5 — Track,
scheduled for and carried out in 1954, as reported in Bulletin 521, Parts 1 and 2, which
contemplates the withdrawal of 11 plans and the revision of 85 others, affecting about
70 percent of the Portfolio, looking to distribution of the revised plans in the 1955
Supplement. In addition, major revisions will be proposed at the 1955 annual meeting
in the specifications included in Appendix A of the Portfolio.
Sale of Publications
In the Calendar Year 1954, the Association again made widespread distribution of its
publications over and above those copies going to its own large membership. This dis-
tribution included approximately 32,400 copies, 28,300 of which were sold from the
secretary's office to, among others, the American railroads, colleges and universities,
students, government agencies, engineers in industry generally, and railroad men in
foreign countries. The remaining 4100 copies, including approximately 2500 reprints of
research reports and nearly 1000 copies of previous reports of Committee 24 — Coop-
erative Relations with Universities, were sent out free by the AAR research staff and the
secretary's office. In addition, by authority of the Board of Direction, 370 copies of the
43-page booklet entitled "Railroad Location and Construction Procedures, from the
School of Experience", by J. A. Given, were sent free to the deans and civil engineering
professors of all of the accredited engineering colleges of the United States and Canada.
Especially significant among the publication sales was that of 812 copies of the
recently reprinted Manual, either as fillers, without binders, or complete with 2 binders.
This sale compares with average annual Manual sales of about 200 copies over the past
8 years.
Following is a tabulation of the publication sales made in 1Q54:
Sales of Association Publications — 1954
Specifications (Bridge) 2,006
Manual chapters 1,400
Manual specifications and partial chapters 1,107
Manual specifications, large orders (more than 100) 2,950
Bulletins 1,402
Bulletin reprints 307
Special reprints in large orders (100 or more) 13,750
Proceedings 144
Consolidated Proceedings indexes 420
Revisions to Manual 478
Manuals (complete) and separate fillers 812
Revisions to Portfolio of Trackwork Plans 870
Complete Portfolios of Trackwork Plans 81
Individual track plans 1,536
Instructions for Mixing and Placing Concrete 194
Instructions for Care and Operation of Maintenance of Way Work
Equipment 98
Federal Valuation of Railroads 17
Achievement of Grade Crossing Protection 16
J. A. Given booklets 714
28,302
11 Q6 ReportoftheSecretary
Large as was this distribution of publications in 1954, it was again restricted by the
Association's refusal to fill many foreign orders which did not have the sanction of the
Office of International Ttade at Washington, D. C,
FINANCES
Examination of the Report of the Treasurer, Financial Statement and Statement of
Cash Receipts and Disbursements for the calendar year 1954, all of which are presented
herewith, indicate that the Association is in a sound and favorable financial condition.
Receipts during the year exceeded Disbursements by $17,745.96. A comparison of Receipts
and Disbursements for the past two years is presented below:
1953 1954
Receipts $73,033.07 $85,748.99
Disbursements 82,067.86 68,003.03
$—9,034.79 $17,745.96
Reviewing the situation briefly, receipts in 1954 were some $12,700 greater than
in 1953 This increase was due to the unprecedented sale of the new Manual, issued in
November 1953, and the resultant large revenue from sales in 1954. The balance of the
items under Receipts in the Financial Statement, with one exceptions — Research Report
Refunds — are slightly larger than in 1953, totaling approximately $1100, but these
increases were offset in total by a decrease in the Research Report Refunds, which was
$1100 under the 1953 receipts for this item.
Like the Receipts, the Disbursements for the years 1953 and 1954 do not represent
a fair comparison, again due to the Manual, as the bulk of the cost of reprinting it,
in the amount of $20,372, was paid in 1953, compared to an expenditure for the Manual
in 1954 of $5,984, a differential of $14,368. Total Disbursements in 1953 were $82,067.86,
and in 1954, $68,003.03, a difference of $14,064.83. This figure compared to the Manual
differential of $14,368 in the two years indicates that even with an increase in Salary
disbursements, due to one additional employee in 1954, and in Printing disbursements,
due to an increase in the unit cost of printing during the year, economies were effected
so that the balance of the disbursement items were lower in 1954 than in 1953.
Thus, with excess Receipts over Disbursements of $17,745.96 in 1954, the General
Balance Sheet shows liquid assets for 1954 of. Investments $131,241.39, Cash $3,831.47,
and comparable items for 1953 of $110,607.69 and $6,664.15. Total assets of the Asso-
ciation for 1954 were $145,194.08, and for 1953 $140,407.19. The relatively high total
assets in 1953, with smaller liquid assets, was due to the inclusion, as inventory, on a
conservative cash basis, of $15,880, representing the value of the reprinted Manual fillers
in stock, not used as replacements for Members' Manuals, and a supply of Manual
binders. The Association's total assets, shown as $145,194.08 for 1954, include an inven-
tory of only $5,406 for Manuals, which will eventually be converted into cash, indicating
that the 1953 issue of the Manual was a sound investment, and that despite the 1400
copies distributed gratis to member holders of previous editions of the Manual, will be
the first Manual printing that has paid for itself.
Comparison of Receipts and Disbursements for a 20-Year Period
Receipts Disbursements Net Gain
1935 $29,001.00 $30,110.00 $1,109.00*
1936 28,643.00 34,662.00 6,019.00*
1937 36,523.00 32,200.00 4,323.00
Report of the Secretary 1197
Receipts Disbursements Net Gain
19i8 28,422.00 23,394.00 5,028.00
1939 28,189.00 23,847.00 4,342.00
1940 28,272.00 26,451.00 1,821.00
1941 32.433.00 29,384.00 3,049.00
1942 31,500.00 26,692.00 4,808.00
1943 28,736.00 23,809.00 4,927.00
1944 30,492.00 26,534.00 3,958.00
1945 32,305.00 29,305.00 3,000.00
1946 28,836.00 34,583.00 5,747.00*
1947 46,993.00 46,989.00 4.00
1948 57,741.00 53,062.00 4,679.00
1949 62,081.00 57,075.00 5,005.00
1950 59,752.00 51,795.00 7,957.00
1951 69,045.00 62,369.00 6,676.00
1952 77,514.00 76,964.00** 550.00
1953 73,033.07 82,067.86** 9,034.79*
1954 85,748.99 68,003.03** 17,745.96
* Deficit.
** Manual revision and reprinting 1952, $4908.09; 1953, $20,572.58; 1954, $936.54.
RESEARCH WORK
The research activities of the Association, sponsored by its committees and carried
out by the research staff of the Engineering Division, AAR, and the facihties of several
colleges and research organizations, continued at a high and productive level in 1954,
but was not as extensive as had been planned and hoped for. The secretary's 1953 report
shows that, at the time that report was written, $390,307 had been appropriated for
Engineering Division research work and research office expense in 1954, but that a cut
of 10 percent was in prospect in view of reduced railway revenues in the latter months
of 1953, and lower anticipated level of earnings in at least the first half of 1954. Influ-
enced by these conditions, actual expenditures for the Division's research program in
1954 were held to $351,307, which compared with expenditures of !?364,100 in 1953, and
amounts in earlier years as shown in one of the accompanying tables.
Again in 1955, for the same reasons prevailing in 1954, the research work of the
Association will not be all that was tentatively programmed and hoped for, as a desired
budget of $429,250 set up in the fall of 1954 was necessarily reduced to $351,653 in its
approved form — practically the same as that in 1954. Thus, several new projects originally
proposed by committees for 1954 will necessarily be held over for another year, and
several new projects which committees had hoped to get underway in 1955 will be
deferred.
The projects to be continued or initiated in the year ahead, and the amount
appropriated for each, compared with 1954 and 1953, are shown in the second accom-
panying table:
Total Allotments for Research Work, Engineering Division, AAR, 1938-1955
1938 $ 78,158 1947 $234,428
1939 77,650 1948 291,840
1940 69,250 1949 372,457
1941 95,150 1950 294,045
1942 87,932 1951 354,770
1943 98,445 1952 381,400
1944 109,050 1953 364,100
1945 138,110 1954 (as modified) 351,307
1946 159,510 1955 351,653
1954
Modified
19S5
Budget
Budget
$ 5,590
$ 5,600
9,400
9,000
8,860
8,950
2,825
2,825
12,225
11,725
12,300
13,000
4,000
4,500
3,500
3,500
$ 5,300
? 5,300
3,920
3,500
11,250
11,000
4,500
3,400
4,500
400
13,600
13,900
7,100
6,600
1198 Report of the Secretary
Engineering Division Allotments for Research 1953-1955
19S3
Budget
Committee on Rail
Transverse Fissure Investigation $ 5,500
Shelly Spots Investigation 14,500
Rail Failure Statistics 8,600
Service Tests of Joint Bars 4,000
Rolling-Load Tests of Joint Bars 11,500
Rail Design Investigation 9,300
Rail End Batter 0
Tests with 78 ft Rail 5,000
Total $ 58,400 $ 58,700 $ 59,100
Committee on Track
Tie Plates, Stresses ^ 6,000
Bolt Tension and Joint Lubrication 4,000
Corrosion from Brine Drippings 10,000
Stresses in Manganese Frogs 6,000
Tests of Rail Anchorage 5,000
Tie Plate Fastenings 8,000
Welding Carbon Steel Frogs and Switches 5,000
Total $ 44,000 $ 50,1 70 .i^ 44,100
Relation Between Track and Equipment
*Jack Knifing of Diesel Locomotives 0
Relation Wheel Load to Wheel Diameter 5,000
Relation Wheel-Track Curvature 10,000
Clearance Requirements 0
Total $ 15,000 .$ 15,450 $ 15,200
Committee on Roadway and Ballast
Roadbed Stabilization $ 24,000
Ballast Tests 6,300
Vegetation Control by Chemicals 12,500
Total $ 42,800
Committee on Ties
Wear and Splitting of Ties .$ 10,000
Total .^ 10,000
Structural Projects
Bridge Impact Investigation .^p 78,000
Stress in Bridge Frames 8,000
Riveted and Bolted Structural Joints 10,000
Column Research Council 3,000
Steel Structures Painting Council 10,000
Timber Stringer Tests 5,000
Performance for Fire Retardants 5,000
Concrete Deterioration 10,000
Reinforced Concrete Research Council 5,000
Strength of Timber Bolted Joints 3,000
0
.$ 10,000
5,225
5,200
2,225
0
8,000
0
•*?
24,000
$
24,000
8,000
8,000
13,000
13,000
?
45,000
?
45,000
$
10,000
s
■?
10,000
■*?
10,000
10,000
.'^
72,787
?
70,140
2,750
10,000
8,000
8,000
1,000
1,000
8,000
8,000
5,500
5,500
5,260
5,260
9,200
9,200
4,000
4,000
2,800
2,800
ReportoftheSecretaiy 11 90
1954
1953 Modified 1955
Budget Budget Budget
Tests of Membrane Waterproofing Material 5,400 6,172 6,200
Tests of Bituminous Materials 8,100 9,208 9,000
Wind Loads on Buildings 1,000 1,000 1,000
Total $151,500 $135,677 $140,100
Administration
Research Office $ 34,900 $ 36,310 $ 38,153
Research Publications Cost 7,500
**
Total $ 42,400 $ 36,310 $ 38,153
Grand Total $364,100 $351,307 $351,653
* New project in 1955.
** Included in various projects.
What's Ahead
Crowning the achievements of the past year as set forth in the foregoing, the Asso-
ciation, even as this report is being written, is completing plans for another successful
convention, March 15-17, which, indeed, may well exceed in attendance those of recent
years under the influence of somewhat improved, or stabilized, economic conditions, and
the impact of the large exhibit to be held in conjunction with the convention by the
National Railway Appliances Association.
The future of the Association, as in the past, depends upon the continued joint inter-
est and support of both its individual members and the railroads which they represent.
Individual members m.ust be willing to contribute of their off-the-job time and thought
to Association work, often at considerable sacrifice, to bring into being the many benefits
that result to themselves and the railroad industry. The railroads, at the same time, in
recognition of the vast reservoir of knowledge which is built up in their behalf by the
-•Association, must encourage their men in Association work, allow them a reasonable
amount of on-the-job time and assistance to carry it out, permit them to attend com-
mittee meetings insofar as possible, and be wilHng to defray reasonable direct expenses
in connection therewith. In other words, both members and their railroads benefit — both
must assume responsibihties. If they will continue to do this in the future as they have
so enthusiastically in the past, even though to do so may become a bit more exacting and
cost some a little more as conditions may change, the benefits that accrue from Associa-
tion activities will continue and multiply to members individually and to their respective
railroads.
Respectfully submitted,
Nkal D. How.\ri),
Secretarx.
1200 Report of the Secretary
Beceasffb iHembcri
C. W. Baldridge
Relired Assistant Enjjinecr, Atchison, Topeka & Santa Fe Railway, 7413 Clyde Ave, Chicago, 49, III.
W. C. Barnes
Retired Engineer of Tests, Association of American Railroads, 367 Foss Ct., Lake Bluff, 111.
W. C. Barrett
Retired Chief of Personnel, Lehigh Valley Railroad, 123 E. Market St., Bethlehem, Pa.
G. A. Belden
Assistant Chief Engineer, Central of Georgia Railway, Savannah, Ga.
C. E. Bishop
Assistant Engineer, Missouri Pacific Railroad, Osawatomie, Kans.
J. D. Buchanan
Engineer in Charge, Pennsylvania Railroad, Chicago, 6, 111.
W. S. Burnett
Retired Chief Engineer, Cleveland, Cincinnati, Chicago & St. Louis Railway, 624 F St., Centralia, Wash.
J. P. Canty
Retired Assistant to Engineer Maintenance of Way, Boston & Maine Railroad, 40 Prospect St.,
Melrose, Mass.
E. A. Craft
Executive Vice President, Southern Pacific Lines, Houston, 1, Tex.
W. O. Cudworth
Retired Engineer Maintenance of Way, Canadian Pacific Railway, Sharbot Lake, Ont.
C. E. Dare
Retired Supervisor of Track, Richmond, Fredericksburg & Potomac Railroad, 459 Willets,
Birmingham, Mich.
A. L. Davis
Retired Principal Assistant Engineer, Illinois Central Railroad, 1225 Thompson Place,
Daytona Beach, Fla.
C. G. Delo
Retired Real Estate and Tax Agent, Chicago Great Western Railway, 162 7 Pine Road, Homewood, 111.
Joshua D'Esposito
Consulting Engineer, 2744 Ridge Ave., Evanston, 111.
H. H. Edgerton
607 Lincoln Ave., St. Paul, 2, Minn.
J. M. R. Fairbairn
Retirevl Chief Engineer, Canadian Pacific Railway, 424 Wood Ave., Westmont, Que.
Stephen Francescon
Assistant Engineer, Chicago, Milwaukee, St. Paul & Pacific Railroad, Chicago, 6, 111.
C. B. Harveson
Chief Engineer Maintenance, Baltimore & Ohio Railroad, Baltimore, 1, Md.
E. M. Hastings
Retired Chief Engineer, Richmond, Frederickburg & Potomac Railroad, 515 North Blvd.,
Richmond, 20, Va.
W. K. Hatt
Professor Emeritus of Civil Engineering, Purdue University, Ann Arbor, Mich.
Report of the Secretary 1201
H. C. Heestlen
894^ 4^r<\ Sf . T,os Alamos N. M.
M. G. HlLPHRT
Consulting Engineer, Bethlehem Steel Company, 93 W. Church St., Bethlehem, Pa.
C. H. R. Howe
Retired Cost Engineer, Chesapeake & Ohio Railway, 1203 W. 42nd St., Richmond, 25, Va.
A. C. Jackson
Assistant General Passenger Agent, Missouri Pacific Railroad, Houston, 1, Tex.
J. R. Keig
2440 Harrison, Beaumont, Tex.
G. A. Knapp
Special Engineer, Joint Railroad Special Committee, 503 Houston Bank & Trust Bldg., Houston, Tex.
J. F. Leonard
Retired Engineer Bridges and Buildings, Pennsylvania Railroad, McKown St., Glen Osbourne,
Sewickley, Pa.
C. G. LUNDAY
Vice President, Louisiana & Arkansas Railway, Shreveport, La.
G. E. Martin
Superintendent Water Service, Illinois Central Railroad, Chicago, 5, HI.
R. J. MiDDLETON
Retired Chief Engineer, Chicago, Milwaukee, St. Paul & Pacific Railroad, 4515 Fourth Ave.,
N. E., Seattle, Wash.
R. E. Miller
Chief Engineer, Frog & Switch Department, Bethlehem Steel Company, Steclton, Pa.
W. L. Morse
Retired Special Assistant Engineer, New York Central Railroad, Jefferson Roadway Gables,
Buzzards Bay, Mass.
F. L. Nicholson
Retired Chief Engineer, Norfolk Southern Railway, 512 Graydon Park, Norfolk, 7, Va.
W. F. Rench
Civil Engineer, 5123 Warrington Ave., Philadelphia, Pa.
R. S. Sabins
Assistant Engineer Maintenance of Way, Central Vermont Railway, St. Albans, Vt.
A. G. Shaver
Consulting Signal Engineer, 434 North Haze! St., Danville, III.
G. J. Sheppard
Division Engineer, Atlantic Coast Line Railroad, Wilmngton, N. C.
S. R. Sproles
Engineer Standards and Research, Gulf, Mobile & Ohio Railroad, Mobile. 5, Ala.
H. E. Stevens
Retired Vice President, Northern Pacific Railway, 727 Linwood Ave., St. Paul, 5, Minn.
F. L. Stiner
Supervisor of Track, Illinois Central Railroad, Waterloo, la.
J. A. Stocker
Retired Consulting Engineer, New York Central System, 916A, Park View Apts., Collingswood, 6, N. J.
1202 Report of the Secretary
George Story
Retired Assistant Engineer, Southern Railway System, Cincinnati, 2, Ohio
C. D. TURLEY
Engineer of Ties and Treatment, Illinois Central Railroad, Chicago, 5, 111.
C. W. Van Nort
Engineer Maintenance of Way, Pennsylvania Railroad, Pittsburgh, 22, Pa.
J. L. VOGEL
Retired Engineer of Structures, Delaware, Lackawanna & Western Railroad, 46 Virginia Ave.,
Manasquan, N. J.
J. E. Wheeler
Division Engineer, Southern Pacific Company, San Francisco, 5, Calif.
Report of the Secretary 1203
FINANCIAL STATEMENT FOR CALENDAR YEAR ENDING
DECEMBER 31, 1954
Balance on hand January 1, 1954 .'?117,3S1.90
RECEIPTS
Membership Account
Entrance Fees $ 2,390.00
Dues 41,988.70 .$44,378.70
Sale of Publications
Proceedings 1,288.21
Bulletins 2,048.35
Manuals 17,759.08
Specifications 2,428.54
Track Plans 1,490.06
Research Reports — Refund 6,677.83 .$31,692.07
Advertising
Publications $ 5,783.20
Interest Account
Interest on Investments $ 3,461.34
Less interest paid on bonds purchased 254.55 $ 3,206.79
Miscellaneous $ 611.85
Profit on sale of bonds 76.38
Total $85,748.99
DISBURSEMENTS
Salaries $20,959.31
Proceedings 14,132.38
Bulletins 11,377.56
Stationery and printing 3,559.57
Rent, light, etc 1,140.00
Supplies 264.68
Postage 1,635.78
Audit 400.00
Pensions 1 ,500.00
Social security and unemployment taxes 400.80
Manual . . . .' ' 5,984.69
Track plans 1,130.50
Committee and officers expenses 442.99
Annual meeting e.xpenses 1,774.84
News letter 2,694.80
Miscellaneous 605.13
Total .S68,003.03
Excess of Receipts over Disbursements 17,745.96
Balance on hand December 31, 1954 $135,097.86
1204 Report of the Treasurer
REPORT OF THE TREASURER
Tu THE Members:
Balance on hand January 1, 1954 $117,351.90
Receipts during 1954 $ 85,672.61
Paid out on audited vouchers 68,003.03
Excess of Receipts over Disbursements $ 17,669.58
Profit from sale of bonds 76.38 17,745.96
Balance on hand December 31, 1954 $135,097.86
Consisting of bonds at cost .'5131,241.39
Cash in Northern Trust Company Bank 3,831.47
Petty cash 25.00 $135,097.86
We have made an examination of the accounts of the American Railway Engineer-
ing Association for the year ending December 31, 1954, and find them to be in accordance
with the foregoing statement.
C. A. BiCK,
P. D. Mitchell,
Auditors.
GENERAL BALANCE SHEET
Assets 19S4 1953
Due from members $ 21.00 $ 126.50
Due from sale of publications 133.95 44.69
Due from sale of advertising 658.40 687.40
Due from prepaid postage 19.23
Furniture and fixtures 1,220.30 1,186.00
Inventory of publications (estimated) 500.00 500.00
Inventory of Manuals 5,406.40 15,880.00
Inventory of track plans 1,681.00 2,004.80
Inventory of binders, index and chapters 20.73 1,650.00
Inventory of paper stock 142.80 642.60
Investments (cost) 131,241.39 110,607.69
Interest accrued on investments 292.41 388.36
Cash in Northern Trust Company Bank 3,831.47 6,664.15
Petty Cash 25.00 25.00
Total $145,194.08 $140,407.19
Liabilities
Members dues paid in advance $ 476.80 $ 494.80
Surplus 144,717.28 139,912.39
Total $145,194.08 $140,407.19
STATEMENT OF CASH RECEIPTS AND DISBURSEMENTS YEAR 1954
Cash in Bank, January 1, 1954 $ 6,664.15
Receipts
From members, sale of publications, interest, etc $ 85,672.61
Sale of bonds 33,724.00 119,396.61
$126,060.76
Disbursements
Audited vouchers $ 68,003.03
Government bonds purchased .$54,480.81
Less interest paid on bonds 254.55 54,226.26 $122,229.29
Cash in Bank, December 31, 1954 $ 3,831.47
American Railway Engineering
Association
CONSTITUTION
Revised to October 30, 19S0
Article I
Name, Object and Location
1. Name
The name of this Association shall be the AMERICAN RAILWAY ENGINEERING
ASSOCIATION.
2. Object
The object of the Association shall be the advancement of knowledge pertaining
to the scientific and economic location, construction, operation and maintenance of
railways.
3. Means to be Used
The means to be used for this purpose shall be:
(a) The investigation of matters pertaining to the object of the Association through
Standing and Special Committees.
(b) Meeting for the presentation and discussion of papers, and for action on the
recommendations of committees.
(c) The publication of papers, reports and discussions.
4. Conclusions
The conclusions adopted by the Association shall be recommendatory.
5. Location
The office of the Association shall be located in Chicago, 111.
Article II
Membership
1. Classes
The membership of this Association shall be divided into five classes: Members,
Life Members, Honorary Members, Associates and Junior Members.
2. Qualifications
A. General
(a) An applicant to be eligible for membership in any class other than that of
Junior Member shall be not less than 25 years of age.
(b) To be eligible for membership in any class, or for retention of membership as a
Member, an Associate or a Junior Member, a person shall not be engaged directly or
primarily in the sale to the railways of appliances, supplies, patents or patented services.
(c) The right to membership shall not be terminated by retirement from active
sprvjce.
1205
1 20b Constitution
(d) In determining the eligibility for membership in any class, graduation in engineer-
ing from a school of recognized standing shall be considered as equivalent to three years
of active practice, and satisfactory completion of each year of work in such school,
without graduation, shall be considered as equivalent to one-half year of active practice.
(e) In determining the eligibility for Member under Section B (a) of this Article,
each year of practical experience in engineering, or in science related thereto, prior to
employment on a railway, if such experience were of the same speciaUzed character as
the current work of the applicant, shall be considered as equivalent to one year of
railway service.
B. Member
A Member shall be:
(a) An engineer or officer in the service of a railway corporation that is a common
carrier, who has had not less than five years' experience in the location, construction,
operation or maintenance of railways.
(b) A dean, professor, assistant professor, or equivalent in engineering in a university
or college of recognized standing, or an instructor or equivalent in such university or
college, who, with an engineering degree, has had at least two years' experience in
teaching engineering.
(c) An engineer or member of a public board, commission or other official agency
who, in the discharge of his regular duties, deals with railway problems.
(d) An editor of a trade or technical magazine who, in the discharge of his regular
duties, deals with railway problems, and who has had the equivalent of five years'
engineering or railway experience.
(e) A consulting engineer, engaged in private practice, or an engineer in his employ
or in the employ of a consulting engineering organization, who has had the equivalent
of five years' engineering experience.
C. Lite Member
A Life Member shall be a Member or an Associate who has paid dues for 35 years,
or who has been retired under a recognized retirement plan and has paid dues for not
less than 25 years.
D. Honorary Member
(a) An Honorary Member shall be a person of acknowledged eminence in railway
engineering or management.
(b) The number of Honorary Members shall be limited to ten.
E. Associate
An Associate shall be:
(a) An engineer of a railway which is essentially an adjunct of an industry, or
which is used primarily to transport the products and materials of an industry to and
from a railway which is a common carrier.
(b) A person qualified by training and experience to cooperate with Members in the
object of this Association, but who is not quahfied to become a Member.
F. Junior Member
(a) A Junior Member shall be not less than 21 years of age and shall be an
engineering employee of a railway corporation who has had not less than three years
of experience in the location, construction, operation or maintenance of railways.
(b) His membership in this classification in the Association shall terminate at the
end of the calendar year in which he becomes 30 years of age.
(c) He may make application for membership other than as a Junior Member at
any time when he becomes eligible to do so.
Constitution 1207
3. Transfers
The Board of Direction shall transfer from one class of membership to another,
or may remove from membership, any person whose qualifications so change as to
warrant such action.
4. Rights
(a) Members, and Life Members who were formerly Members, shall have all the
rights and privileges of the Association. Life Members who were formerly Associates
shall continue to have all the rights and privileges of Associates.
(b) Honorary Members shall have all the rights and privileges of the Association
except those of holding elective office, provided, however, that Members or Life Members
who are elected Honorary Members shall retain all the rights and privileges of the
Association.
(c) Associates and Junior Members shall have all the rights and privileges of the
Association except those of voting and holding elective office.
Article IH
Admission, Resignation, Expulsion and Reinstatement
1. Charter Membership
The Charter Membership of this Association consists of all persons elected to mem-
bership before March 15, 1900.
2. Application for Membership
(a) A person desirous of membership in this Association shall make application
upon the form provided by the Board of Direction. In the event that Junior Membership
is desired, the applicant shall so state.
(b) The applicant shall give the names of at least three Members of this Asso-
ciation to whom personally known. Each of these Members shall be requested by the
Secretary of the Association to certify to a personal knowledge of the apphcant with an
opinion of the applicant's qualifications for membership.
(c) If an applicant is not personally known to as many as three Members of this
Association, the names of well-known persons engaged in railway or allied professional
work to whom he is personally known shall be substituted, as necessary, to provide a
total of at least three references. Each of these persons shall be requested by the Secre-
tary of the Association to certify to a personal knowledge of the applicant, with an
opinion of the applicant's qualifications for membership.
(d) No further action shall be taken upon the application until replies have been
received from at least three of the persons named by the applicant as references.
3. Election to Membership
(a) Upon completion of the application in accordance with Section 2 of this Article
the Board of Direction through its Membership Committee shall consider the application
and make such investigation as it may consider desirable or necessary.
(b) Upon completion of such consideration and investigation, each member of the
Board of Direction shall be supplied with the required information, together with the
recommendation of the Membership Committee as to the class of membership, if any,
to which the applicant is eligible, and the admission of the applicant shall be canvassed by
ballot among the members of the Board of Direction.
1 208 Constitution
(c) In the event that an application has been made under the provisions of Section 2,
Paragraphs (a) and (b) of this Article, a two-thirds affirmative vote of the entire Board
of Direction shall be required for election.
(d) In the event that an application has been made under the provisions of Section
2, Paragraphs (a) and (c) of this Article, a unanimous affirmative vote of the entire
Board of Direction shall be required for election.
4. Subscription to the Constitution
An applicant for any class of membership in this Association shall declare his willing-
ness to abide by the Constitution of the Association in his application for membership.
5. Honorary Member
A proposal for Honorary Membership shall be endorsed by ten or more Members
of the Association and a copy furnished each member of the Board of Direction. The
nominee shall be declared an Honorary Member upon receiving a unanimous vote of the
entire Board of Direction.
6. Resignation
The Board of Direction shall accept the resignation, tendered in writing, of any
person holding membership in the Association whose obligations to the Association have
been fulfilled.
7. Expulsion
Charges of misconduct on the part of anyone holding membership in this Association,
if in writing and signed by ten or more Members, may be submitted to the Board of
Direction for examination and action. If, in the opinion of the Board action is war-
ranted, the person complained of shall be served with a copy of such charges and shall
be given an opportunity to answer them to the Board of Direction. After such oppor-
tunity has been given, the Board of Direction shall take final action. A two-third'
affirmative vote of the entire Board of Direction shall be required for expulsion.
8. Reinstatement
(a) A person having been a Member, an Associate or a Junior Member of this
Association and having resigned such membership while in good standing may be
reinstated by a two-thirds affirmative vote of the entire Board of Direction.
(b) A person having been a Member, an Associate or a Junior Member of this
Association and having forfeited membership under the provisions of Article IV, Section
3, may, upon such conditions as may be fixed by the Board, be reinstated by a two-thirds
affirmative vote of the entire Board of Direction.
Article IV
Dues
1. Entrance Fee
(a) An entrance fee of $10 shall be payable to the Association with each application
for membership other than Junior Membership. This sum shall be returned to an applicant
not elected.
(b) No entrance fee shall be required for Junior Membership, except that a Junior
Member, in transferring to another class of membership, shall pay the entrance fee
prescribed for other classes of Membership.
Constitution 120Q
2. Annual Dues
(a) The annual dues for each Member and each Associate shall be $15.
(b) The annual dues for each Junior Member shall be $7.50.
(c) Life Members and Honorary Members shall be exempt from the payment of
dues. Life Members desiring to continue to receive the Bulletins and Proceedings of the
Association may do so by paying a subscription fee prescribed by the Board of Direction.
3. Arrears
A person whose dues are not paid before April 1 of the current year shall be notified
by the Secretary. If the dues are still unpaid on July 1, further notice shall be given,
informing the person that he is not in good standing in the Association. If the dues
remain unpaid by October 1, the person shall be notified that he will no longer receive
the publications of the Association. If the dues are not paid by December 31, the person
shall forfeit membership without further action or notice, except as provided for in
Section 4 of this Article.
4. Remission of Dues
The Board of Direction may extend the time of payment of dues, and may remit
the dues of any Member, Associate or Junior Member who, for good reason, is unable
to pay them.
Article V
Officers
1. Officers
(a) The officers of the Association shall be a President, two Vice Presidents,
twelve Directors, a Secretary and a Treasurer.
(b) The President, the Vice Presidents and the Directors, together with the two
latest living Past Presidents continuing to be Members, shall constitute the Board of
Direction, in which the government of the Association shall be vested; they shall act
as the trustees and have the custody of all property belonging to the Association. The
President, the Vice Presidents and the Directors shall be Members.
(c) The Secretary and the Treasurer shall be appointed by the Board of Direction.
2. Term of Office
The term of office of the President shall be one year, of the Vice Presidents two
years and of the Directors three years. The term of each shall begin at the close of
the annual convention at which elected and continue until a successor is qualified.
.\11 other officers and employees shall hold office or position at the pleasure of the Board
of Direction.
3. Officers Elected Annully
(a) There shall be elected at each annual convention a President, one Vice President
and four Directors.
(b) The candidates for President and for Vice President shall be selected from
the members or past members of the Board of Direction.
4. Conditions of Re-election of Officers
A President shall be ineligible for re-election, except as provided for in Section 5 (e)
of this Article. Vice Presidents and Directors shall be ineligible for re-election to the same
office, except as provided for in Section 5 (e) of this Article, until, at least one full
term has elapsed after the end of their respective terms.
1210 Constitution
5. Vacancies in Offices
(a) If a vacancy should occur in the office of President, as set forth in Section 6
of this Article, the senior Vice President shall immediately and automatically become
President for the unexpired term.
(b) If a vacancy should occur in the office of the senior Vice President, due to
advancement under Section S (a) of this Article, or for reasons set forth in Section 6
of this Article, the junior Vice President shall automatically become senior Vice President
for the unexpired term.
(c) If a vacancy should occur in the office of the junior Vice President, due to
advancement under Section 5 (b) of this Article, or for reasons set forth in Section 6
of this Article, the Board of Direction shall by the affirmative vote of two-thirds of its
entire membership, select a junior Vice President from the members or past members
of the Board of Direction.
(d) A vacancy in the office of Director, due to advancement of a Director to junior
Vice President under Section 5 (c) of this Article, or for reasons set forth in Section 6
of this Article, shall be filled by the Board of Direction by the affirmative vote of
two-thirds of its entire membership.
(e) An incumbent in any office for an unexpired term shall be eligible for re-election
to the office held; provided, however, that anyone selected to fill a vacancy as Director
shall be eligible for election to that office, excepting that such appointee filling out an
unexpired term of two years or more shall be considered as coming within the provisions
of Section 4 of this Article.
6. Vacation of Office
(a) In the event of the death of an elected officer, or his resignation from office,
or if he should cease to be a Member of the Association as provided in Section 2 (B),
Article II; Section 6 or 7, Article III; or Section 3, Article IV, the office shall be con-
sidered as vacated.
(b) In the event of the disability of an officer or neglect in the performance of duty
by an officer, the Board of Direction, by the affirmative vote of two-thirds of its entire
membership shall have the power to declare the office vacant.
Article VI
Nomination and Election of Officers
1. Nominating Committee
(a) There shall be a Nominating Committee composed of the five latest living Past
Presidents of the Association, who are Members, and five Members who are not
officers.
(b) The five Members who are not Past Presidents shall be elected annually for a
term of one year, when the officers of the Association are elected.
(c) The senior Past President who is a member of the committee shall be the
chairman of the committee. In the absence of the senior Past President from a meeting
of the committee the Past President next in seniority present shall act as chairman.
2. Method of Nominating
(a) Prior to December 1 of each year the chairman shall call a meeting of the
committee at a convenient place, at which nominees for the several elective offices
shall be selected as follows:
Constitution 1211
Number of Candi-
Number of Candi- dates to be
dates to be named elected at the
by the Nominating Annual Election
Office to be Filled Committee of Officers
President 1 1
Vice President 1 1
Directors 8 4
Nominating Committee 10 5
(b) The chairman of the Nominating Committee shall send the names of the
nominees to the President and Secretary not later than December 15 of the same year,
and the Secretary shall report the names of these nominees to the members of the
Association not later than January 1 following.
(c) At any time between January 1 and February 1 any ten or more Members
may send to the Secretary additional nominations for any elective office for the ensuing
year signed by such Members.
(d) If any person nominated shall be found by the Board of Direction to be
ineligible for the office for which nominated, or should a nominee decline such nomination,
his name shall be withdrawn. The Board of Direction may fill any vacancies that may
occur in the list of nominees up to the time the ballots are sent out.
3. Ballots Issued
Not less than thirty days prior to each annual convention, the Secretary shall issue
a ballot to each voting Member of record who has paid his dues to or beyond December
31 of the previous year, listing the several candidates to be voted upon. When there is
more than one candidate for any office, the names shall be arranged on the ballot in
the order that shall be determined by lot by the Nominating Committee. The ballot
shall be accompanied by a statement giving for each candidate his record of membership
and activities in this Association.
4. Substitution of Names
Members may remove names from the printed ballot list and may substitute the name
or names of any other person or persons eligible for any office, but the number of names
voted for each office on the ballot must not exceed the number to be elected at that
time to such office.
5. Ballots
(a) Ballots shall be placed in an envelope, sealed and endorsed vdth the name of
the voter, and mailed to or deposited with the Secretary at any time previous to the
closure of the polls.
(b) A voter may withdraw his ballot, and cast another, at any time before the polls
close.
(c) Ballots received in unendorsed envelopes, or irom persons not qualified to vote,
shall not be counted.
(d) The ballots and envelopes shall be preserved for not less than ten days after
the vote is canvassed.
6. Closure of Polls
The polls shall be closed at 12 o'clock noon on the second day of the annual conven-
tion, and the ballots shall be counted by tellers appointed by the presiding officer.
1212 Constitution
7. Election
(a) The persons who shall receive the highest number of votes for the offices for
which they are candidates shall be declared elected.
(b) In case of a tie between two or more candidates for the same office, the
Members present at the annual convention shall elect the officer by ballot from the
candidates so tied.
(c) The presiding officer shall announce at the convention the names of the officers
elected in accordance with this Article.
Article VII
Management
1. President
The President shall have general supervision of the affairs of the Association, shall
preside at meetings of the Association and of the Board of Direction, and, by virtue
of his office, shall be a member of all committees, except the Nominating Committee.
2. Vice Presidents
The Vice Presidents, in order of seniority, shall preside at meetings in the absence
of the President.
3. Treasurer
The Treasurer shall pay all bills of the Association when properly certified by the
Secretary and approved by the Finance Committee. He shall make an annual report
as to the financial condition of the Association and such other reports as may be called
for by the Board of Direction.
4. Secretary
The Secretary, under the direction of the President and Board of Direction, shall be
the Executive Officer of the Association and shall attend the meetings of the Association
and of the Board of Direction, prepare the business therefor, and record the proceedings
thereof. The Secretary shall see that all money due the Association is collected, is credited
to the proper accounts, and is deposited in the designated depository of the Association,
with receipt to the Treasurer therefor. He shall personally certify to the accuracy of all
bills and vouchers on which money is to be paid. He shall invest all funds of the Asso-
ciation not needed for current disbursements, as shall be recommended by the Finance
Committee and approved by the Board of Direction, with notification to the Treasurer
of such investments. The Secretary shall conduct the correspondence of the Association,
make an annual report to the Association, and perform such other duties as the Board
of Direction may prescribe.
5. Auditing of Accounts
The financial accounts of the Association shall be audited annually by an accountant
or accountants approved by and under the direction of the Finance Committee.
6. Board of Direction
(a) The Board of Direction shall manage the affairs of the Association, and shall
have full power to control and regulate all matters not otherwise provided for in the
Constitution.
Constitution 1213
(b) The Board of Direction shall meet within thirty days after each annual
convention, and at such other times as the President may direct. Special meetings shall
be called on request, in writing, of five members of the Board of Direction.
(c) Seven members of the Board of Direction shall constitute a quorum.
(d) At the first meeting of the Board of Direction after the annual convention, the
following committees, each consisting of not less than three members, shall be appointed
by the President from the Board of Direction, and they shall report to and perform
their duties under the supervision of the Board of Direction.
Finance
Publications
Outline of Work of Committees
Personnel of Committees
Membership
Manual
Other special committees may be appointed by the President at his discretion.
7. Duties of the Committees of the Board of Direction
(a) Finance Committee
The Finance Committee shall have immediate supervision of the accounts and
financial affairs of the Association; shall approve all bills before payment, and shall
make recommendations to the Board of Direction as to the investment of funds and
other financial matters. The Finance Committee shall not have the power to incur
debts or other obligations binding the Association, nor authorize the payment of money
other than the amounts necessary to meet ordinary current expenses of the Association,
except by authority of the Board of Direction.
(b) Publication Committee
The Publication Committee shall have general supervision over the pubhcations of
the Association. The Publication Committee shall not have the power to incur debts
or other obligations binding the Association, nor authorize the payment of money except
by authority of the Board of Direction.
(c) Committee on Outline of Work of Committees
The Committee on Outline of Work of Committees shall review and pass upon the
recommendations of standing and special committees for subjects to be investigated,
considered and reported on by these committees during the ensuing year, and shall report
thereon to the Board of Direction for its approval.
(d) Committee on Personnel of Committees
The Committee on Personnel of Committees shall review and pass upon applications
of members for appointment to standing and special committees. It also shall appoint
the chairman and vice chairman of such committees and make a report thereon to the
Board of Direction for its approval.
(e) Membership Committee
The Membership Committee shall make investigation of applicants for membership
and shall make recommendations to the Board of Direction with reference thereto.
(f) Manual Committee
The Manual Committee, with the assistance of the Publications Committee, shall
have general supervision over the Manual.
8. Standing Committees
The Board of Direction may appoint standing committees to investigate, consider
and report upon questions pertaining to railway location, construction, operation and
maintenance.
1214 Constitution
9. Special Committees
The Board of Direction may appoint special committees to examine into and report
upon any subject connected with the objects of this Association.
10. Discussion by Non-Members
The Board of Direction may invite discussions of reports from persons not members
of the Association.
11. Sanction of Act of Board of Direction
An act of the Board of Direction which shall have received the expressed or implied
sanction of the membership at the next annual convention of the Association shall be
deemed to be the act of the Association.
Article VIII
Meetings
1. Annual Convention
(a) The Annual Convention of the Association shall be held in the City of Chicago,
111., or in such other city as may be determined by the affirmative vote of two-thirds
of the entire membership of the Board of Direction. The convention shall open on the
second Tuesday in the month of March, or on the third Tuesday if the month of March
has five Tuesdays, excepting that some other opening day in March may be designated
by the affirmative vote of two-thirds of the entire membership of the Board of Direction.
(b) The Secretary shall notify all members of the Association of the time and
place of the annual convention at least 30 days in advance thereof.
(c) The order of business at the annual convention of the Association shall be:
Reading of the minutes of the last meeting
Address of the President
Reports of the Secretary and the Treasurer
Reports of committees
Unfinished business
New business
Installation of officers
Adjournment
(d) This order of business may be changed by a majority vote of Members present.
(e) The proceedings shall be governed by "Robert's Rules of Order" except as
otherwise herein provided.
(f) Discussions shall be limited to Members and to those others invited by the
presiding officer to speak.
2. Special Meetings
Special meetings of the Associations may be called by the Board of Directions on its
own initiative, and may be so called by the Board of Direction upon written request
of 100 Members. The request shall state the purpose of such meeting.
The call for such special meeting shall be issued not less than ten days in advance
of the proposed date of such meeting and shall state the purpose and place of the
meeting. No other business shall be taken up at such meeting.
3. Quorum
Twenty-five Membecs shall constitute a quorum at all meetings of the Association.
Constitution 1215
Article IX
Amendment
1. Amendment
Proposed amendment of this Constitution shall be made in writing, shall be signed
by not less than ten Members, and shall be acted upon in the following manner:
The amendment shall be presented to the Secretary, who shall send a copy to each
member of the Board of Direction as soon as received. If a majority of the entire Board
of Direction so votes, the matter shall be submitted to the Association by letter ballot.
Sixty days after the date of issue of the letter ballot, the Board of Direction shall
canvass the ballots which have been received, and if two-thirds of such ballots are in
the affirmative the amendment shall be declared adopted and shall become effective imme-
diatelv. The result of the letter ballot shall be announced to members of the Association.
Information and Rules for the Guidance of Committees
The following information and rules for the guidance of committees are designed
to obtain the maximum benefits from the efforts of the members who make up the
personnel of such committees. They are designed to effect a continuity of effort in
committee work throughout the entire year, under a plan whereby the personnel of the
committees and their respective outlines of work are set up and made public on or
before the beginning of the calendar year, thus enabling the work to be continued without
interruption, although the new personnel and subject assignments do not become offi-
cially effective until the beginning of the "Association Year," which starts with the close
of the annual meeting.
The rules also take into account the fact that the publication of the committee
reports must be spread out over a period of four months (November through February),
to facilitate printing and to give members of the Association a reasonable length of time
in which to study such reports in advance of the annual meeting.
SUBJECT ASSIGNMENTS
Reassigned Annually
The outline of work of each committee shall be reviewed annually. To this end,
each committee shall review suggestions for new subjects submitted by the members
thereof, or by others, and such suggestions as receive the approval of the committee
shall be submitted by the committee chairman to the secretary of the Association not
later than October 1, together with the committee's recommendations covering the
withdrawal or continuation of current assignments.
The recommendations received from the various committees shall be assembled and
forwarded to the Board Committee on Outline of Work, which shall have the responsibil-
ity of authorizing the subject assignments to the various committees. Deviation from
assignments thus authorized may be made during the course of the year only upon the
authority of the Board Committee on Outline of Work.
COMMITTEE PERSONNEL
Reorganized Annually
The personnel of each committee shall be reorganized annually. It is desirable that
10 percent of the membership be changed each year. Members who do not attend meet-
ings of the committee, who do not render service by correspondence, or who do not
return letter ballots will be dropped. To this end the chairman of the committee shall
submit to the secretary of the Association not later than October 1 the names of members
whom he recommends be dropped because of delinquence in service to the committee,
as well as a list of the names of members of the Association whom he recommends
for appointment to the committee.
The recommendations received from the various committees shall be assembled and
forwarded to the Board Committee on Personnel, which has the duty of appointing
the committee personnel.
No additions to the personnel of committees will be made during the year following
the official closing of committee rosters — October 1, except as provided for in the rules
applying to "Guests."
Members who desire appointment to a committee should make application through
the chairman or the secretary on the prescribed form.
(Revis(>d November 5, 1954).
1216
Information for Committees 1217
Chairmen, Vice Chairmen and Subcommittee Chairmen
Chairmen, vice chairmen and subcommittee chairmen must hold the grade of Member
in the Association, except that any Associates currently acting as subcommittee chairmen
may continue to hold such office until succeeded by a Member.
The terms of chairmen and vice chairmen shall be three years in each position.
Chairmen completing their three-year term shall recommend to the Board Committee on
Personnel nominees for the chairmanship and vice chairmanship, with assurance of
acceptance from such nominees if appointed by the Board Committee. The term of office
of subcommittee chairmen may be more than three years.
Committee Secretary
Any chairman may appoint a secretary with duties usually encompassed by such
office.
Size of Committees*
The total membership of any committee shall be limited to 70. In determining
the membership of a committee, railroads having no more than SO Association members
may have not more than 2 members on any committee; railroads having 51 to 100
members may have not more than 3 members on any committee ; railroads having more
than 100 members may have not more than 4 members on any committee.
No college, university or other institution of learning shall have more than 2 mem-
bers on any committee, and no manufacturer or supply company or other organization
shall have more than 1 Associate member on any committee.
Retired Members
Members who have retired from active service under normal retirement procedure,
regardless of whether they undertake other employment, may serve on committees a
maximum of three years following retirement, but without voting rights. Their presence
on the committee roster shall not be counted in the application of the rules affecting the
total number of members permitted on committees, the number of associates permitted
on a committee, or the rules having bearing upon the number of members on committees
permitted from any railroad, supply company, or other organization. Following termina-
tion of their service on committees, retired members may continue to attend committee
meetings as "visitors" subject to the approval of the committee chairman involved.
Associate Members*
No company will be permitted to have more than one .Associate member of any
committee, and company representation shall not necessarily be continuing. However,
in the event that a railroad member on a committee becomes associated with a manu-
facturer or supply company after retirement from railroad service on pension, and thus
automatically becomes an Associate member, he shall not be deprived of membership
on the committee during the period of three years following his retirement from railroad
service.
The membership of Associates on a committee shall be limited to 10 percent of
the total membership of the committee. Committees with Associates in excess of 10
percent of their total membership are not required to reduce the number of Associates
immediately for the purpose of complying with this rule, but no Associates may be
* In applying any of the rules under the headings: Size of Committees and Associate Mem-
bers see paragraph under heading "Retired Members," and third last paragraph under heading "Member
Emeritus."
1218 Information for Committees
added as long as the proportion of Associates exceeds 10 percent, except as maV be
occasioned by the exception provided in the preceding paragraph.
Member Emeritus
This class of committee membership was established in 1953 in order to permit
recognition of long-sustained meritorious service of committee members to committees,
following their retirement and the termination of their regular membership on committees.
To be eligible for this honor, amember must be in good standing in the Association
as a Member, Honorary Member, Associate, or Life Member, and must have:
(a) Retired under normal retirement procedure from active service in the company
with which he has been connected.
(b) Served on the committee at least 10 years. (Secretary's office can furnish service
record on any retired committee member.)
(c) Resigned from the committee or have been removed from the committee under
the rule that retired members can remain on a committee only three years following
the date of their retirement.
(d) Rendered outstanding service to the committee over a period of years.
(e) Been proposed by at least five committee members in writing and voted the
honor by a two-thirds affirmative letter ballot of all members of the committee, including
Associates (the letter ballots to be returnable to the secretary's office within 60 days).
(f) The number of such members permitted on any committee will be limited to
five.
Furthermore, his election as Member Emeritus must be affirmed by the Board Com-
mittee on Personnel through the secretary's office.
Having been elected as Member Emeritus, the member's name will continue to appear
on the roster of the committee, and he will have all the rights and privileges of members
except that of voting (i.e., can serve on subcommittees, should he desire, in order that
the committee might benefit from his knowledge and experience). Likewise, his name
will continue to be shown in the printed roster of the committee appearing in the Bulle-
tins of the Association, and in the Outline of Work Pamphlet, in each case suitably
designated as Member Emeritus. However, the names of Members Emeritus will not be
designated by an "E" or otherwise in the alphabetical listing, railroad listing, Honorary
Member listing, or Life Member listing in the March Bulletin.
Members Emeritus will not be counted in the application of the rules affecting the
total number of members permitted on committees, the number of associates permitted
on a committee, the rules having bearing upon the number of members on committees
permitted from any railroad, supply company, or other organization, or the number
of years that a retired member may serve on a committee. Any Emeritus title will
terminate with the death of the recipient, or in the event of the termination of his mem-
bership in the Association for other reasons.
Nothing in these rules will prevent extending the honor of Member Emeritus to a
retired committee member who may have taken up, or who subsequently takes up, other
employment following his official retirement.
Tangible evidence of this honor will be given to those so named in the form of
a pocket card, similar in form to a railroad pass, signed and sent out by the committee
chairmen.
"Guests" and "Visitors"
The previously stated rule under Committee Personnel Reorganized Annually, that
"no additions to the personnel of committees will be made during the year following the
Information for Committees 1219
official closing of committee rosters — October 1, except as provided for under the rules
applying to "Guests," does not preclude the attendance at committee meetings of other
members of the Association, as "visitors," with the approval of committee chairmen.
If there are vacancies on a committee roster after the official closing of committee
rosters on October 1, (i.e., less than 70), or if vacancies occur during the following year,
or are definitely in prospect at the end of that year, Association members (including
Junior members), with the approval of committee chairmen and the Board Committee
on Personnel, can be appointed as "guests" of that committee. As such, they may attend
committee meetings and participate in the committee's activities, unofficially, looking
to becoming regularly assigned members at the beginning of the next Association
year (March) .
"Guests" must always be designated as such on the rosters maintained by the com-
mittees and the secretary's office, but their names will not appear in published com-
mittee or subcommittee reports. Creation of this class of committee affiliation is not
intended to increase the size of any committee beyond the 70 maximum set by the Board,
but rather to make it possible to add to "short" rosters between official roster changes.
Furthermore, one need not be either a "regular member" or a "guest" of a com-
mittee to attend its meetings from time to time. With the approval of the committee
chairman, who must be consulted as regards any specific meeting, any AREA member
(including Junior members) may sit in on the meeting as a "visitor," listen to all
deliberations and participate in discussions.
Service on More Than One Committee
No nlember of the Association shall serve on more than one committee, except that
a member may serve on two committees if one or both of the committees are among the
following: Committee 3 — ^Ties; Committee 7 — Wood Bridges and Trestles; Committee
17 — Wood Preservation; Committee 20 — Contract Forms; Committee 24^ — Cooperative
Relations with Universities; Committee 25 — Waterways and Harbors; Committee 28 —
Clearances; Committee 29— Waterproofing; Committee 30 — Impact and Bridge Stresses;
and the Special Committee on Continuous Welded Rail.
COMMITTEE ORGANIZATION AND PROCEDURE
Organizing the Committees
The new outline of work and personnel of committees shall become effective
with the close of the annual meeting in March. However, the pamphlet containing this
information is issued not later than January 1 in order that committees may be reor-
ganized immediately after January 1, for the new year's work, if reorganization has not
already been effected. Usually this information will be available to the chairmen in
tentative form at least 30 days in advance of pubhcation.
It is the duty of the committee chairman to notify new members promptly of theii
appointment and to notify old members of their reappointment or release. It is also his
duty to reorganize the subcommittees without delay. However, in the Association year
in which his term as chairman expires, he should call on his successor for advice and
assistance in this regard.
1220 Information for Committees
Subcommittees
In general, the committees are organized to conduct their work by the appointment
of one subcommittee for each subject assignment. If deemed advisable, any subject may
be subdivided into several parts and a separate subcommittee assigned to each part.
Committees may find it of advantage to create a subcommittee on personnel as well as a
subcommittee on new subjects.
Organization Charts
The chairman shall furnish the secretary of the Association two copies of the organ-
ization chart (schedule of subcommittee assignments and personnel) of his committee,
and shall advise him currently of any subsequent revisions thereof. This chart may be in
the form regularly used by committees, but should not be in the form of a blueprint,
on which it is difficult to make corrections. White prints are acceptable. These charts
should be in the hands of the secretary by February 1, and should be prepared with
the greatest care to insure the accuracy of initials and names.
The names of "guest" members on committees, if any, (not "visitors") should appear
on the charts, but should be clearly designated as such. These names may be arranged
either alphabetically among the members or grouped at the bottom of the chart as
desired by the various committees. Names of "visitors" should not appear on or be
subsequently added to these charts. Charts should also list separately the names of all
collaborators with other AREA committees and with other organizations.
Handbook for Committee Chairmen
For the assistance and guidance of committee chairmen in the conduct of their
committee work, the Association has published a small mimeographed "Handbook for
Committee Chairmen", which contains the following material:
Procedures that Can Be Adopted by Committee Chairmen to Stimulate the
Most Effective Committee Work.
Procedures Designed to Expedite the Conduct of Committee Meetings,
Stimulate Greater Interest in Them, and Produce the Most Effective Results.
Report of a Well Conducted Committee Meeting.
Copies of this handbook are available to committee chairmen from the secretary's
office.
Voting in Committees
Voting in committees and subcommittees on all Association matters, except as may
be of a social nature, or on ballots for Member Emeritus of the committee, shall be the
prerogative of Members only.
COMMITTEE MEETINGS
Location and Number
Most committees find it possible to conduct their work effectively with a maximum
of three meetings each year. While these meetings can be held at any time to fit in best
with the committees' work, the trend in recent years has been for committees to hold
first (organization) meeting each year in January or February in order to get an early
start on their new year's work, and not to wait till after the annual convention in
March. Subcommittee meetings can likewise be held whenever desired, either in con-
junction with or independent of full committee meetings, but are usually held the day
prior to general committee meetings at the point of the general meetings.
Information for Committees 1221
Committee meetings or subcommittee meetings may be held wherever to the best
advantage to committees, but, other things being equal, they should be held at points
most convenient to the majority of members in order to hold down traveling time and
expense. Meetings should be held where no charge is held for meeting rooms, since the
Association has no funds to defray meeting room costs.
Notices and Minutes
The committee chairman shall send copies of all notices of committee meetings to
the secretary of the Association as early as possible for publication in the AREA News.
Copies of all minutes of meetings must also be filed with the secretary.
COLLABORATION
Between AREA Committees and with AAR Committees
Subjects, the nature of which clearly indicates the possibility of overlapping interest
of two or more AREA committees, or the committees of other groups with which the
Association has agreed to collaborate, carry an appended clause reading: "collaborating
with " It is the duty of the chairmen of the subcommittees having
an assignment carrying this instruction to take the initiative in effecting such collabora-
tion;— first, by requesting the appointment of representatives of the other interested
group or groups, should such be mutually decided or desirable, and second, by sub-
mitting copies of AREA reports to them for comment. Regardless of whether the assign-
ment specifically mentions collaboration, committees shall be on the alert to obtain the
advice and assistance of other AREA committees or interested groups in dealing with any
subject that imposes any questions of possible overlapping interest or responsibility.
A committee undertaking revision of its Manual chapter should request collabora-
tion of any committee that participated in the original development and adoption of the
material under revision. The secretary of the Association will provide information con-
cerning such previous collaboration.
With Other Organizations
Many AREA committees appoint representatives to serve as collaborators on com-
mittees of the American Standards Association, the American Society for Testing Mate-
rials, the American Concrete Institute, or other outside organizations, these representa-
tives acting either directly for the AREA committees or in behalf of the Association
of American Railroads which may hold membership in the organizations involved. In
all such cases, representation in these other organizations, either initially or otherwise,
is handled through the AREA secretary's office. Thus AREA committee nominations for
representatives on these outside committees, or for changes in representatives, are made
through the secretary's office, which transmits the nominations to the organizations,
secures their acceptance, notifies those interested, and makes official record thereof.
Beyond this point the representatives carry on their collaboration independent of
the secretary's office, but each AREA committee should keep on its organization chart
a record of all of the organizations with which it collaborates, and the names of its
collaborators,
1222 Information for Committees
WORK OF THE COMMITTEES
Objectives
The objectives of the Association are advanced through the work of the committees
in two ways — (1) the development of useful information pertinent to their assignments
to be presented to the Association "as information," and (2) the formulation of recom-
mended practices to be submitted for adoption and pubhcation in the Manual.
Planning the Work
In pursuing the work on any assignment, the first step is necessarily one of fact
finding, including (a) a study of available literature on the subject, particularly reports
of previous investigations, (b) a compilation of current practice, especially recent changes
in practice, and (c) resort to original tests or experimentation, after a canvass of all
other sources of information indicates that research work is necessary.
Collection of Data
Committees are privileged to obtain data or information in any proper way. If de-
sired, the secretary will issue circulars of inquiry, or questionnaires, prepared by com-
mittees, which should be brief and concise. The questions contained in such circulars
should be specific and pertinent, and not of such general or involved character as to
preclude the possibility of obtaining satisfactory and prompt responses. The circulars
should specify to whom answers are to be sent, and should be furnished in duplicate
so that a copy can be retained by persons replying.
Research
Requests for appropriations for the conduct of research work should be sent to the
secretary of the Association with a supporting statement setting forth: (a) the nature
of the information sought; (b) how the railroads are adversely affected by the lack
of this information; (c) the estimated cost of the investigation; (d) the estimated time
to complete the work; (e) the basis for assuming that the investigation will produce
the data desired; and (f) an estimate of the savings to be realized or other advantages
to accrue from the successful completion of the investigation. A request for funds to
continue or complete an investigation shall include also a statement of the results
obtained to date. All requests for research appropriations, with supporting data, must
be in the secretary's office by July 1.
Maintaining Manual Up to Date
Each committee shall critically review the material in its chapter of the Manual at
such intervals as to insure that it is kept up to date. It shall resubmit all Manual
material for revision or reapproval at intervals of not more than 10 years. This rule,
however, is not intended to encourage the reapproval of documents only at 10-year
intervals. On the contrary, and especially since each document in the newly reprinted
Manual carries a reapproval line under its heading, committees are urged to recom-
mend the reapproval of documents each time that revisions (major or minor) are pro-
posed, using some such wording as "Reapprove with the following revisions". If such
reapproval is not requested specifically when revisions are recommended, the document
will continue to carry its previous adoption or reapproval line.
However, since two or more sheets must be issued in a Supplement every time a
document is reapproved without revisions, to correct the document date and the contents
page or pages, it is recommended that, in the interest of avoiding unnecessary printing
Inform ation lor Committet's 122J
costs, documents which do not require revisions should not be offered for reapproval
at intervals of less than 8 or 10 years.
Group Revisions in Specific Years
While it is a healthy situation for committees to be constantly on the alert to
improve their respective documents in the Manual, and while some revisions in Manual
material will be of a character that will require that they be made at the earliest possible
date, many changes will be of an editorial or less-important character and will not
demand that they be made immediately.
Accordingly, in the interest of economy, committees should, insofar as possible,
group their revisions in any specific document, looking to submitting them as a whole
at intervals of two or three years or more, rather than separately year after year — thus
avoiding the necessity for reissuing the same Manual pages in successive years, to the
greatest extent possible.
NATURE AND PREPARATION OF REPORTS
Form of Report
It is important that committee reports be prepared in accordance with the Style
Standards for committee reports, as detailed on following pages in this pamphlet.
Nature of Report
Whether the report on any particular assignment should take the form of "informa-
tion" or a "recommended practice," depends largely on the nature of the assignment.
Some assignments will be fulfilled completely by the presentation of information; others
call for information in support of appended recommendations that are submitted for
adoption. In still other cases, the primary objective is a comprehensive statement of
recommended practices, but the development of these recommended practices may entail
investigation or research work, the results of which are of such importance as to warrant
their presentation as information prior to the submission of the recommendations. In
some cases, it may be advisable to submit as information material in the form
of recommended practice with a view to inviting suggestions and criticisms that may
serve as the basis for revisions prior to the resubmission of the material for adoption
at a later date.
Reports on All Assignments Not Necessary
Committees should pursue their investigations on all assignments but are expected to
present progress or final reports for publication only on assignments with respect to
which pertinent information has been developed.
When the work has been completed on any assignment, the committee should
request the Board Committee on Outline of Work that the assignment be discontinued.
A report should be designated a "final report" only when the committee has com-
pleted its study of an assignment and a.sks that the subject be discontinued, and does
not contemplate restudy of the subject in the immediate or foreseeable future; otherwise,
the report should be designated a "progress report".
Presentation of Material in Reports
Many progress or final reports, whether based on research or other investigation,
best lend themselves to written presentation in orderly sequence or chronological arrange-
1224 Information for Committees
ment, ending with any conclusions or recommendations which may have been arrived at.
However, in most cases, and especially in the case of long reports, to conserve the time
of members who may or may not be interested in the details of the study involved, it is
recommended that reports be introduced with a brief highlight summary statement
of the background, purpose and extent of the study, as may be desirable, and including
a synopsis of any conclusions, recommendations or other results — this latter material
to supplement a more detailed presentation elsewhere in the reports.
Reports of information, supplementing previous reports of progress, may include
a brief review of material previously presented, but should avoid extended repetition
of such material.
Use of Trade Names
Committee reports which are based upon physical research or field tests carried out
by or through the research staff of the Engineering Division, AAR, may use trade names
or manufacturers' names in referring to products, machines, devices or processes under
test. No other committee reports, however, shall contain the trade names of products,
machines, devices or processes, nor the names of manufacturers, unless in each instance
approval is secured from the Board Committee on Publications prior to the publica-
tion of the reports. To seek such approval, a committee must submit five copies of the
report in question to the secretary's office, for transmission to the members of the Board
Committee, six weeks prior to the scheduled filing date of the report. If time does not
permit a ruling upon the request of the committee prior to the publication date of the
report in question, the report of the committee must either be altered to eliminate the
trade names or terms involved, or be withdrawn, at the discretion of the committee
which prepared it.
Nature of Manual Material
The material adopted by the Association for publication in the Manual shall be
considered Recommended Practice, but shall not be binding on the members. Recom-
mended Practice, as defined by the Board of Direction (May 20, 1936) is a material,
device, plan, specification or practice recommended to the railways for use as required,
either exactly as presented or with such modifications as may be necessary or desirable
to meet the needs of individual railways, but in either event, with a view to promoting
etfficiency or economy, or both, in the location, construction, operation or maintenance
of railways.
Printing of Manual Material
Material offered for adoption and publication in the Manual, except as noted herein,
should be submitted in full, regardless of its publication in previous years, unless the
material in question appeared in substantially identical form not more than one year
before being submitted for adoption. Such material shall appear in the report of the
committee that is published not less than 30 days before the annual meeting at which
it is to be presented. Recommended revisions of Manual material, if extensive, shall
include only the proposed material, which shall be printed in full in the report of the com-
mittee. Manual material recommended for reapproval, or for deletion, shall be presented
by title and page reference only. Likewise, plans, specifications or other documents of
other organizations recommended for adoption by the AREA shall be presented by title
and serial designation only, e.g., current ASTM specifications, designation D 17.
Information for Committees 1225
When entirely new material is offered for inclusion in the Manual, the committee
sponsoring it should state specifically in its report the exact location the material is to
have in the Manual.
Letter Ballot Required of Committee
Any action recommended by a committee with respect to the adoption, revision,
reapproval or withdrawal of Manual material must have received prior endorsement
by the committee in the form of an affirmative vote of two-thirds of the entire Member
membership of the committee, such vote to be taken by letter ballot. Associate and
Junior members, and Members Emeritus on a committee are not entitled to vote. Thus,
it is imperative that committee members promptly consider and vote on all letter ballots,
seeking the advice of other committee members or specially qualified officers on their
own roads if in doubt as to whether to vote for or against a proposal.
PUBLICATION OF REPORTS
Dates for Filing Reports
To insure the orderly publication of the reports in accordance with a predetermined
schedule, it is necessary that chairmen file complete reports with the secretary of the
Association on or before the dates specified in the Outline of Work pamphlet. The manu-
script of the report must be furnished in duplicate, preferably double spaced. Piecemeal
filing of reports by subcommittee chairmen is permissible only under special arrangement
(in writing) with the secretary of the Association.
PRESENTATION OF REPORTS AT ANNUAL MEETINGS
Presentation of Reports
Since both the degree of effectiveness with which a report is received by those
assembled in annual convention, and the accuracy with which it can be reported in the
Proceedings, depend upon the clarity with which the oral presentation is made to the
meeting, it is desirable that committee members write out and read their presentations,
and that they speak directly and distinctly into the microphone at the rostrum, raising
or lowering the microphone as may be necessary to that end. In the event that written
presentations are read, a copy of such presentations should be given to the secretary or
to the convention reporter before the speaker leaves the rostrum.
Reports offered as information should be presented by title or by a brief highlight
outline of the contents. Material submitted for adoption and pubUcation in the Manual
may be presented by reading the title and subtitles, but the presiding officer may, upon
request, authorize the reading of specific portions of the material being offered.
Oral Discussions
Comments on or criticisms of any report may be offered from the floor. When
necessary to insure accuracy, the speaker's remarks will be submitted to him in writing
before publication in the Proceedings, for the correction of diction and errors of
reporting, but not for the elimination of remarks.
1226 Information for Committees
Written Discussions
Written discussions of published reports will be transmitted to the chairman of the
interested committee who will read or present them by title or in abstract at the con-
vention. Written discussions will be published in the Proceedings as a part of the
discussion of the committee reports.
Action on Reports
No formal action is to be taken by the convention on material submitted as
information, whether in the form of a progress or final report.
Action on material submitted for adoption and publication in the Manual will be one
of the following:
(a) Adoption as a whole as presented.
(b) Affirmative action on the amendment of a part or parts of the material pre-
sented, followed by adoption as a whole as amended.
(c) Adoption of a part, complete in itself, and referring the remainder back to the
committee for further consideration.
(d) Recommittal with or without instructions.
Note. — An amendment which affects underlying principles, if adopted, shall of itself
constitute a recommittal of such part of the report as the committee considers affected.
The Chair will decline to entertain amendments which in his opinion are primarily
a matter of editing.
MISCELLANEOUS
Memoirs
The Association has developed a complete set of rules with respect to memoirs in
committee reports or elsewhere in its publications, covering the scope, preparation and
presentation of such memoirs. Copy of these rules, as well as the Association service
record of any deceased member, can be secured from the secretary's office.
Letter Ballot of Membership
When and as required between annual meetings, recommendations for the adoption,
deletion, revision or reapproval of Manual material shall be submitted to letter ballot
of the Members of the Association under the following limitations:
(a) That the letter ballot shall be taken only after the Board of Direction
has recognized the necessity for such emergency action, and
(b) That the propositions submitted by the committee shall have the approval
of a special committee of the Board of Direction appointed by the President for
that purpose, both as to the substance of the material offered and also as to the
circumstances attending the consideration of the material by the committee.
The Board of Direction, acting under the provisions of paragraphs 6 (a) and 11 oi
Article VII of the AREA constitution, has the authority to amend, delete or revise
Manual material at any time, subject to later confirmation or rejection by the member-
ship, submission to the membership to be effected either by means of a letter ballot
immediately following such Board action, or by a motion presented at the annual
meeting.
Information for Committees 1227
Review by Association of American Railroads
All material adopted for publication in the Manual and all recommendations for the
revision or withdrawal of Manual material shall be referred to the vice president, Opera-
tions and Maintenance Department, Association of American Railroads, for review,
before distribution is made thereof to holders or purchasers of the Manual, or parts
thereof.
Publication of Annual Supplement
Revisions of or additions to the Manual authorized by action at each convention
will be published annually in the form of loose-leaf sheets which will be made available
to all holders of the Manual. These supplemental sheets will be accompanied by instruc-
tions for insertion of the new sheets and the withdrawal of sheets that have been
superseded, as well as those sheets that have been withdrawn by action of the
Association.
Publication of Abstracts by Technical Journals
The following rules wiU govern the releasing of material for publication in technical
journals:
Committee reports to be presented at an annual meeting will not be released for
publication until after presentation to the annual meeting. Special articles, contributed
by members and others, on which no action by the Association is necessary, will be
released for publication in technical journals oidy after issuance in a Bulletin; provided,
application therefor is made in writing and proper credit is given the Association, authors
or committees presenting such material.
INDEX OF PROCEEDINGS, VOL. 56, 1955
Accounting', ICC classifications, revisions
and interpretations, 667, 1056
Agreement forms — construction, revision,
384, 1048
• — lease for development of oil and gas on
railway property, revision, 389, 1049
— subsurface rights to mine under rail-
way carrier property, 386, 1049
• — turnpike or toll road crossing railway
tracks and property, 390, 1050
— use of railway property by high-
pressure pipe lines, revision, 385,
1048
Air conditioning, railroad office buildings,
445, 1134
American Society for Engineering Edu-
cation, annual meeting, report on, by
C. G. Grove, 586, 1059
Anti-splitting devices for ties, 472, 1136
Atchison, Topeka & Santa Fe — crossing
frog tests, manganese, 747, 1148
— joint bar service test, 929, 1158
— steel girder span, test, 450, 1077
— passenger ride comfort on curved track,
test, 125
Automotive trailers, for transporting
work equipment, 550, 1104
Automotive vehicles, maintenance and op-
eration of, 536. 1103
B
Baldridge, C W., memoir, 454
Ballast — economy in labor from use of
various types, 460, 1111
— machinery for unloading, distributing
and dressing, 540, 1104
— research project on, 716, 1116
— test installation on C&NW, 715, 1116
Baltimore and Ohio, floorbeams and longi-
tudinal beams, stresses under steam
and diesel locomotives, 45, 1077
Baltimore & Ohio Chicago Terminal, frog
tests, manganese crossing, 747, 1148
Beams, transverse floor and longitudinal,
tests of under steam and diesel loco-
motives, 45, 1077
Bessemer & Lake Erie, curve wear with
diesel locomotives, 269
Bibliography, shop facilities for diesel
locomotives, 443, 1131
Bibliography, records and accounts (See
Records and Accounts)
— waterways and harbors, (see Water-
ways and Harbors)
Bituminous coatings for ties, 4 73, 1138
Blewitt, R. T., address, Fillmore tests of
static and dynamic effects in a bridge
consisting of beam spans supported
by concrete-filled pipe pile piers. 1079
Bolt holes, effect of stress raisers around,
in rail, 960, 1160
Bolts, high strength, and rivets, tests of
structural joints connected with, 217,
1085
Bolts, high-strength structural — in
bridges, inspection of installations,
592, 1087
— tightening, tests, 599, 1087
Bridges — beam spans supported on con-
crete filled pipe pile piers, static and
dynamic effects in, 1, 1077
— bolts, high strength, use in, 592, 1087
— braking and traction forces, 451, 1077
— concrete slabs, reinforced, tests of full
size, 450, 1077
— floors, distribution of live load in, 45,
451, 1077
— girder spans, tests of, 450, 1077
— girder and truss spans, dynamic shear
in. 450, 1077
— painting and preparation of steel sur-
faces. 592, 1086
— plate edges, finishing, tests on, 590, 1085
— stresses, in frames, 591, 1085
— counterweight trusses of bascvile, 591,
1085
— fioorbeam hangers, 590. 1085
— lateral bracing, 452. 1077
— model railway truss, 591, 1085
— steel, specifications, revisions, 590, 1085
— structural joints, assembled, with high-
strength steel bolts, specifications,
631, 1087
— transverse and longitudinal beams, tests
under steam and diesel locomotives,
45. 1077
— truss spans, steel, open and ballasted
decks, tests of, 451, 1077
Brine drippings, prevention of damage
from to track structures, laboratory
investigation, 820, 1148
Brocliure to stimulate undergraduates in
colleges in an enginering career, 575,
1063
Brown, E. J., panel discussion on rail,
1162
Buehler, Walter, test of preservative value
of high and low-residue creosote, 491,
1128
Buildings — report and discussion, 4 25.
1130
— air conditioning, 445, 1134
— diesel locomotive shop facilities, 429,
1131
— foundations, excavation, filling and
backfilling, revisions, 426, 1130
— hot asphalt mastic floors, revisions,
426, 1130
— roofing, asbestos-cement, 4 26, 1131
— siding, asbestos-cement, 426, 1131
—wind loading, 426, 444, 1130, 1133
Butt welding of rail, mill practice, 894,
1157
Index
Cars, motor, trailer and push, wlieels and
axles for, 513, 1100
Cars, roller-bearing-, handling by gravity,
address by A. V. Dasburg, 1022
Chesapeake & Ohio, analysis of opera-
tions to reduce cost of labor in main-
tenance of way work, 455, 1110
Chicago & North Western — ballast test,
715, 1116
— floorbeams and longitudinal beams,
stresses under steam and diesel loco-
motives, 45, 1077
Chicago & "Western Indiana — crossing
frog bolt tension tests, 760, 1148
— inanganese crossings, service test, 749,
1148
Chicago, Burlington & Quincy- — test of
concrete bridge slabs, 450, 1077
— test of passenger ride comfort on
curved track, 125
Chicago, Milwaukee, St. Paul & Pacific —
frogs and crossings, tests of heat
treated and flame hardened, and
welding technique, 878, 1151
— lateral bracing of bridges, stresses in,
452, 1077
— measurement of dynamic rail creepage
forces exerted on ties by rail anchors,
283
— passenger ride comfort on curved track,
test, 125
— steel girder span, test of, 450, 1077
Clearances — report and discussion, 557,
1075
— affected by girders projecting above
top of rails, structures, third rails,
signal and train control equipment,
558, 1076
— allowances for vertical and horizontal
movement of equipment, 559, 1076
— requirements of the various states, 558,
1076
Code, C. J., panel discussion on rail, 1162
College and high school students, book-
lets to stimulate interest in engineer-
ing career, 575, 1063
College graduates — means of bringing in-
to railway service, 566, 1060
— establishing suitable programs for
training and advancement in rail-way
service, 566, 1060
— stimulate greater appreciation of rail-
way management to importance of
securing selected, 566, 1060
College students — stimulate greater inter-
est in science of transportation, 568,
1061
— railway cooperation and contribution
to activities, 568, 1061
Concrete — bridge slabs, reinforced, test of
full size, 450, 1077
— culvert pipe, reinforced, specifications,
revisions, 485, 1082
— in alkali soils or waters, 487, 1084
— in sea water, 486, 1084
Concrete-timber composite construction,
642, 1075
Constitution, AREA, 1205
Construction contract form, revision, 384,
1048
Contract Forms — report and discussion,
383, 1047
— construction, revision, 384, 1048
Conveyors, handling LCL freight by, 412,
1020
Cooperative Relations With Universities,
report and discussion, 565, 1059
Costs — -original, of tracks, records to be
used in retirement from investment
account, 668, 1058
— standard, development by statistical
methods, 661, 1053
Courts and regulatory bodies, decisions
affecting valuation accounting and
records, 664, 1054
Cramer, R. E. — joint investigation of fis-
sures in rails, progress report, 896,
1157
— shelly rail studies, progress reports,
954, 1158
Crossing frog bolts, tension in — labora-
tory tests, 771, 1148
— service tests, 752, 1148
Crossings, highway-railway grade — main-
tenance of, address by V. C. Hanna,
1151
— open-grating type, design and specifica-
tions, 376, 1045
— sight distance at, 380, 1046
— signals, revisions, 375, 377, 1044
— signs, revisions, 370, 1044
Crossings, pipe line, specifications, 688,
1115
Crossings, railway — service tests of man-
ganese, 747, 749, 1148
— service tests of solid manganese inserts
supported by T-beams and longitu-
dinal timbers, 749, 1148
Crump, N. R., annual luncheon address,
the railway industry, 1095
Culvert pipe, reinforced concrete, speci-
fications, revisions, 485, 1082
Culverts, methods of installing inside ex-
isting culverts, 691, 1115
Curves, critical review of speed on, 878,
1150
Curve wear, B&LE, with diesel locomo-
tives, 269
Curved track, passenger ride comfort on,
125
D
Dasbuig, A. v., address, handling roller
bearing cars by gravity, 1022
DeJarnette, J. C. Jr., panel discussion on
rail, 1162
Delaware, Lackawanna & Western, pas-
senger ride comfort on curved track,
test, 125
Depreciation, development of data, 667,
1054
Derailments, cause and effect, and drag-
ging equipment, 332, 1030
Detroit, Toledo & Ironton, test of steel
truss span, 451, 1077
Diesel locomotives — fuel, oil and water
servicing facilities, 355, 1069
Index
— shop facilities for, 4 29, 1131
— water treatment, new developments,
345, 1066
Drafting practices, 660, 1032
E
Earth materials, physical properties of,
679, 1114
Earth pressure, test borinprs, 485, 1083
Easement applications, highways, streets,
roadways, outline guide foi-, 378, 1045
Economics of Railway Labor, report and
discussion, 453, 1107
Economics of Railway Location and Op-
eration, report and discussion, 323,
1029
Education, cooperative system for rail-
way service, 572, 1062
Electronic devices in yards, 419, 1021
Engineer's responsibility for the future,
address by W. W. Hay, 1107
Erosion, natural waterways, prevention,
679, 1114
Fair play in navigational clearances for
bridges, address by Paul F. Royster,
1034
Fairbairn, J. M. R., tribute, and memoir,
1000, 1182
Federal and state regulations pertaining
to sanitation, 344, 1056
Fences, snow, wood-slat portable, 711,
1116
Fire-retardant coatings, structural tim-
bers, field and laboratory tests, 636,
1071
Fort, R. I., greetings from Electrical Sec-
tion, 1000
Fox, C. H., comments on Southern film
on mechanized track maintenance,
1089
Frans, R. E., AAR weed control project,
718, 1117
Girder and truss spans, dynamic shear in,
450, 1077
Girder spans, steel, tests of, 4 50, 1077
Griffith, J. E., address, roadbed stabiliza-
tion on the Southern, 1119
Grove, C. G., report on annual meeting
of American Society for Engineering
Education, 586, 1063
Gulf, Mobile & Ohio, crossing frog bolt
tension tests, 759, 1148
H
Hanna, V. C, address, maintenance of
railroad crossings at grade, 1151
Harveson, C. B., memoir, 890
Hastings, E. M., tribute, and memoir,
1000, 1182
Hay, W. ^V., address, engineer's responsi-
bility for the future, 1107
Hays, T. W., greetings from Signal Sec-
tion, 1000
Highway semi-trailers, facilities for load-
ing and unloading on railroad cars,
416, 1021
Highway trailers on flat cars, economics
of service, 334, 1031
Highways, report and discussion, 369
— streets, roadways, easement applica-
tions, guide for, 378, 1045
Howard, N. D., secretary's report and
statement, 997, 1189
Howe, C. H. R., memoir, 512
Hydraulic systems for work equipment,
552, 1105
ICC accounting classification, changes in,
667, 1056
Illinois Central, rail joint lubrication,
service tests, 860, 1149
— roadbed stabilization on, 702, 1118
— tie plate service tests, 824, 1149
Impact, bridges — supported on concrete
filled pipe piers, static and dynamic
effects, 1, 451, 1077
—tests on AT&SF, 450, 1077
—tests on B&O, 45, 1077
—tests on C&NW, 45, 1077
—tests on CB&Q, 450, 1078
—tests on CMStP&P, 450, 452, 1077
— tests on DT&I, 451, 1077
—tests on MKT, 45, 1077
—tests on NYC, 45, 1077
—tests on NYC&StL, 1, 451, 1077
— tests on Southern, 45, 1077
— tests on Wabash, 451, 1077
— transverse floorbeams and longitudinal
beams, tests under steam and diesel
locomotives, 45, 451, 1077
Impact and Bridge Stresses, report and
discussion, 449, 1077
Incising forest products, 506, 1129
Indiana Harbor Belt — crossing frog bolt
tension tests, 760, 1148
— manganese crossings, service test, 749,
1148
Iron and Steel Structures, report and dis-
cussion, 589, 1085
Jackson, C. T., memoir, 1142
Jaeger, M. F., wood preservatives survey,
509, 1129
Jensen, R. S., rolling-load tests of joint
bars. 938, 1157
Joint bars — and assemblies, 140-lb sec-
tion. 891, 1157
— rolling-load tests, 938, 1157
— service tests. 9 29, 1157
Joint projects and joint facilities, account-
ing and valuation, 669, 1058
Joints — riveted and bolted structural,
comparative test of, 217, 1085
— structural, assembled with high-strength
steel bolts, specifications for, 631,
1087
Index
K
Kansas City Southern, passenger ride
comfort on curved track, test, 125
Kansas, Oklahoma & Gulf, roadbed sta-
bilization, 701, 1118
Knapp, G. A., memoir, 1042
Missouri -Kansas-Texas — floorbeams and
longitudinal beams, stresses under
steam and diesel locomotives, 45,
1077
— loadbed stabilization, 694, 1118
Mossgrove, J., greetings from NRAA,
1001
Motor cars, wheels and axles for, 513,
1100
Labor, costs, maintenance of way work,
analysis of operations to reduce, 455,
1110
Labor economies — derived from use of
various types of ballast, 460, 1111
— methods of tamping and equalizing bal-
last, double shifting of machines, 467,
1112
— renewing ties by use of proper equip-
ment, methods and organization, 465,
1112
Lamport, L. R., panel discussion on rail,
1162
LCL freight, handling by conveyors, 412,
1020
Leonard, J. F., memoir, 484
Loading and unloading facilities, high-
way semi-trailers on railroad cars,
416, 1021
Loomis, W. E., AAR weed control proj-
ect, 718, 1117
Louisville & Nashville — hold-down fasten-
ings for tie plates, service tests, 836,
1149
— passenger ride comfort on curved track,
test, 125
Lubrication, service tests of to prevent
rail joint freezing, and to prevent
corrosion, 860, 1149
Lumber, glued laminated structural,
specifications, revisions, 641, 1071
Luncheon, annual, 1092
M
Magee, G. M., address — railroad research
centers on new horizons, 1011
—rail failure statistics, 1157
— tie research, progress in, 113 9
Maintenance of Way Work Equipment,
report and discussion, 511, 1100
Manganese steel crossings, service tests,
747, 749, 1148
Marine organisms, preventing damage by,
498, 1128
Martin, G. E., memoir, 1065
Masonry, report and discussion, 483, 1082
May, R. G., address, railroading — a chal-
lenge to engineers, 1003
May, T. K., composite timber-concrete
construction, 642, 1075
McBrian, Ray, address, railroad interest
in atomic energy, 1006
Mechanized track maintenance on the
Southern, film, comments by C. H.
Fox, 1089
Myers, W. N., memoir, 1142
Miller, G. W., president's address, 995
Miller, R. E., memoir, 734
N
New York Central — crossing frog bolt
tension tests, 755, 1148
— floorbeams and longitudinal beams,
stresses under steam and diesel loco-
motives, 45, 1077
New York, Chicago & St. Louis, static
and dynamic effects in a bridge sup-
ported on concrete filled pipe piers,
1, 451, 1077
New York, New Haven & Hartford, pas-
senger ride comfort on curved track,
test, 125
Nicholson, F. L., memoir, 1187
Nuckols, L. T., panel discussion on rail,
1162
OfHce and drafting practice aids, 660,
1052
Ore piers, Atlantic seaboard, 410, 1020
Original cost, of tracks, records used to
determine retirement from invest-
ment account, 668, 1058
Panel discussion, standard length of rail
longer than 39 ft, and continuous
welded rail, by C. J. Code, J. C. De-
Jarnette, Jr., L. T. Nuckols, E. J.
Brown, L. F. Racine, and L. R. Lam-
port, 1162
Passenger ride comfort on curved track,
125,
— tests on AT&SF, 125
— tests on CB&Q, 125
—tests on CMStP&P, 125
— tests on DL&W, 125
—tests on KCS, 125
—tests on L&N, 125
—tests on NYNH&H, 125
— tests on Pennsylvania, 125
Peck, R. B., IC relocation at Grenada
reservoir, 702, 1118
Pennsylvania — passenger ride comfort on
curved track, test, 125
— 78-ft rail, service test, 976, 1160
— track bolt tension tests, 755, 759, 1148
Petroleum, as carrier for creosote or pen-
tachlorophenol, 504, 1128
Piers, bridge, pipe pile, concrete filled,
tests on, 1
— ore, on Atlantic seaboard, 410, 1020
Pipe line crossings, under railway tracks,
non-flammable substances, specifica-
tions, 688, 1115
Index
Pipe lines, liigh-pressure, form of agree-
ment for use of railway property by,
revisions, 385, 1048
President's address, 995
Program of annual meeting, 989
R
Racine, L. F., panel discussion on rail,
1162
Rail creepage forces exerted on ties by
rail anchors, 283
Rail joints — assemblies, 140-lb section,
891, 1157
— lubrication tests, 860, 1149
— rolling-load and service tests, 929, 938,
1157
Rail — report and discussion, 889, 1156
— battering, cause and remedies, 926,
1157
— butt welding, mill practice, 894, 1157
— control-cooled, 896, 1157
— economic value of different sizes, 927,
1157
— failure investigation. Assures, progress
report, 896, 1157
— failure statistics, 904, 1157
—address by G. M. Magee, 1157
— fatigue life, effect of stress raisers
around bolt hole, 960, 1160
— report forms, revisions, 891, 1157
—sections, recent developments affecting,
959, 1160
— 78-ft, service tests, 976, 1160
— shelly spots, investigations and tests,
951, 954, 1158
— stresses, around bolt holes, 960, 1160
— wear on curves, 269
Railroad interest in atomic energy, ad-
dress by Ray McBrian and Col. R. L.
Wassell, 1006
Railroad research centers on new hori-
zons, address, by G. M. Magee, 1011
Railroading — a challenge to engineers,
address by R. G. May, 1003
Railway industry, the, annual luncheon
address by N. R. Crump, 1095
Records and Accounts, report and dis-
cussion, 469, 1051
— bibliography, 650, 1051
— budgetary procedures, 663, 1053
— costs, standard, developed by statistical
methods, 661, 1053
— depreciation data, development of, 667,
1054
— valuation and depreciation, 664, 1054
Regulatory bodies and courts, current de-
velopments, valuation accounting,
664, 1054
Reflectorized roadway signs, 712, 1113
Reservoirs, construction and protection of
roadbeds across, 706, 1119
Roadbed — across reservoir areas, con-
struction and protection of, specifica-
tions, 706, 1119
— physical properties of earth materials,
679, 1114
Roadbed stabilization — fills, on IC reloca-
tion, by R. B. Peck, 702, 1118
— Illinois Central project, 702, 1118
— Kansas, Oklahoma & Gulf project, 701,
1118
— Missouri-Kansas-Texas project, 694,
1118
— Southern, address by J. E. Griffith,
1119
— value of soil engineering in, 694, 1118
Roadway, formation and protection, 693,
1118
Roadway and Ballast, report and discus-
sion, 677, 1113
Roadway and track structures, schedule
of classes, 324, 1029
Rodgers, E. C, AAR weed control proj-
ect, 718, 1117
Roofing and siding, asbestos-cement, and
application, 426, 1131
Royster, Paul F., address, fair play in
navigational clearances for bridges,
1034
Sand, drifting, protection against, 711,
1116
Sanitation — Federal and state regula-
tions, 344, 1066
— waste disposal, 346, 1067
Scales, four-section motor truck, manu-
facture and installation, specifica-
tions, 394, 1018
Schram, I. H., memoir, 1156
Shop facilities for diesel locomotives, 429,
1131
Shops, diesel locomotive, 429, 1131
—bibliography, 443, 1131
Siding and roofing, asbestos-cement, and
application, 426, 1131
Sight distance at highway-railway grade
crossings, 380, 1046
Signs, roadway, reflectorized, 712, 1113
Snow — fences, wood-slat portable, 711,
1116
— -methods of protection against drifting,
opening blockades, 711, 1116
Soil engineering in railroad construction,
694, 1118
Southern, floorbeams and longitudinal
beams, stresses, under steam and
diesel locomotives, 45, 1077
Speed, on curves, 878, 1150
Spring washers for use in special track-
work, tests, 752, 1144
Students, booklets to stimulate interest
in engineering career, 575, 1063
Index
Tabulating- machines used in preparing
engineering department reports, 664,
1055
Tamping, mechanical, labor economies of
various types, 460, 1111
Tellers, report of, 992
Termites, destruction by, prevention, 504,
1128
Test borings, foundations, 485, 1083
Tie plates — hold-down fastenings for,
service tests, 836, 1149
— service test on, 824, 1149
Tie renewal equipment, 526, 1101
Tie research, progress in, address by
G. M. Magee, 1139
Ties — report and discussion, 471, 1136
—anti-splitting irons for, 472, 1136
— application of, 472, 1136
—bituminous coatings for, 472, 1138
-end splitting of, 475, 1139
—renewal statistics and costs, 215, 472,
1137
—renewing, labor economy by use of
proper equipment, and organization,
465, 1112
—static load required to move in ballast,
283
Timber-concrete composite construction,
641, 1075
Track, report and discussion, 733, 1141
Track tools, plans and specifications, re-
visions, 735, 1143
Tracks, original cost, simplification of
records to determine, used in retire-
ment from investment account, 668,
1058
Trackwork plans, revisions, 737, 1144
— appendix to portfolio, revisions in ma-
terial specifications, 746, 1144
Trailers, highway, on flat cars, economics
of service, 334, 1031
Treasurer, report and statement, 999,
1204
Turley, C. D., memoir, 1136
V
"Valuation and depreciation, current de-
preciation, current developments in,
(see Courts — Regulatory Bodies —
ICC)
Vegetation, chemical control of, 718, 1117
Vogel, J. L., memoir, 1043
w
Wabash, test of steel truss span, 451,
1077
Warden, R. L., AAR weed control project,
718, 1117
Wassell, Col. R. L., address, railroad in-
terest in atomic energy, 1006
Waste disposal, 346, 1067
Water, Oil and Sanitation Services, re-
port and discussion, 343, 1064
Water facilities, for diesel locomotives,
366, 1069
Water treatment — cooling purposes, air
conditioning, 347. 1068
— diesel cooling systems, 345, 1066
Waterproofing — report and discussion,
477, 1125
— coatings for exposed concrete surfaces,
revisions, 478, 1125
— materials, application to railway struc-
tures, 479, 1126
Waterways, erosion prevention, 679, 1114
Waterways and Harbors — report and dis-
cussion, 391, 1033
— bibliography, 392, 1033
Weed and brush control— AAR project,
W. E. Loomis, E. C. Rodgers, R. L.
Warden, R. E. Frans, 718, 1117
Welding technique, tests on, for repair
and serviceability of bolted rail cross-
ing flangeway intersections, 878,
1151
Wind loading, railway building struc-
tures, 426, 444, 1130, 1133
Wood Bridges and Trestles, report and
discussion, 635, 1071
— decks, timber-concrete composite, de-
sign, 641, 1075
— fireproofing methods of, flre-retardant
paints, 636, 1071
Wood — flre-retardant coatings, 636, 1071
— glued laminated structural, specifica-
tions, revisions, 641, 1071
Wood Preservation — report and discus-
sion, 489, 1127
— artificial seasoning, 508, 1129
— destruction by marine organisms, meth-
ods of prevention, 498, 1128
— Incising forest products, 506, 1129
— new impregnants and procedures, in-
creasing life of forest products, 504,
1128
■ — petroleum, as carrier for creosote or
pentachlorophenol, 504, 1128
— preservative survey, 509, 1129
— preservatives, specifications, revisions,
490, 1127
— service test records, 491, 1128
— termites, destruction by, methods of
prevention, 504, 1128
— treatment, specifications, revisions, 491,
1127
Work equipment — automotive trailers for
transporting, 550, 1104
— autoinotive vehicles, maintenance of,
536, 1103
Index vii
— ballast unloading, distributing and v
dressing, 540, llOt
— hydraulic systems, 552, 1105 Yards — classification, retarder-equipped,
— improvements to existing-, 525, 1101 economies of, 328, 1029
— tie renewal, 526, 1101 — electronic devices in, 419, 1021
— wheels and axles for motor cars, trailer Yards and Terminals, report and discus-
and push cars, 513, 1100 sion, 393, 1018
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